Model railroad control and sound systems

ABSTRACT

A model train accessory controller is connectable to a DC power pack having a throttle to apply a power signal to a set of train tracks. The controller includes a switching device, which is in electrical communication with the power pack and the train tracks, to reverse a polarity of the power signal on the train tracks. The controller includes an input, and a processor in electrical communication with the switching device. The processor receives a command from the input to produce, by control of the switching device, a digital command having a series of sequential reversals in the polarity of the power signal.

RELATED APPLICATION DATA

This application claims priority to U.S. Provisional Patent ApplicationSer. No. 60/695,600, entitled “Model Railroad Sound and Control System,”filed Jun. 30, 2005, which is herby incorporated by reference.

TECHNICAL FIELD

The field of the present disclosure relates generally to model railroadsystems, and more specifically, but not exclusively, to operational andsimulated sound control systems for model railroads.

BACKGROUND INFORMATION

The model railroading industry is seeing a rapid advancement intechnology. For many years the motor in all DC powered locomotivessimply connected to a track pickup and the power was provided by avariable DC power pack. Making a model locomotive go fast or slow wassimply a matter of applying more voltage to the track and changingdirection was accomplished by changing the polarity on the track. Today,end users need more than a basic understanding of electricity andelectronics. With modern command control systems, users need tounderstand basic digital technology, signal transmission, programmingCV's (configuration variables), trouble shooting motor drives anddecoders, ID numbers, etc.

Command control started with Lionel's high frequency electronic set in1946 to control ten different functions of the locomotive and rollingstock, including reversing the direction of the locomotive. There was noreal advance in train control until the 1970's when transistortechnology opened up new possibilities. A number of viable andcommercial command control systems were introduced in the 1980's butserviced a small segment of the market due to its technologicalcomplexities and confusion over the variety of methods being sold. In1994, the NMRA (National Model Railroad Association) established amethod of transmitting digital signals that became the standard for theDigital Command Control (DCC) in the U.S.

Command control took a different path for 60 Hz AC powered trains whenLionel introduced their Train Master Command Control (TMCC) system in1994. This method transmits radio signals to receivers in thelocomotives to control speed, direction, and features independently foreach train. AC powered trains like Lionel's three-rail O'Gauge andtwo-rail American Flyer S'Gauge trains have continued to use the sametechnology first developed in 1906. Because of their universal AC/DCmotors and power pickup methods, AC powered trains require greater powerand produce more electrical noise than the more efficient DC poweredtrains introduced in the 1950's. For this reason, direct transmission ofelectrical control signals down the track for AC powered trains has beenmore difficult than for DC powered trains. Although NMRA DCC has beentried with AC three-rail tracks, it has not proved very reliable orpopular. The TMCC system avoids the noise problems of AC powered trainsby direct radio transmission. QSI®, the assignee of the presentapplication, developed a digital transmission method that flows down thetrack using plus and minus DC superimposed on AC track power to overcomethis noisy environment, which is described in U.S. Pat. No. 4,914,431('431 patent). Later, QSI® proposed a command control system using thepositive and negative lobes of AC power to transmit digital signals,which is described in U.S. Pat. No. 5,773,939. In 2000, M.T.H. (Mike'sTrain House) Electric Trains® introduced their Digital Command System(DCS) with high-speed digital signals superimposed on the AC track.

Methods for electric motor control and servo loops to maintain motorspeed at a desired setting have been available from the early 1960's,now with applications to model railroading. Back EMF (or BEMF) andtachometer-based feedback servo motor control applications have alsobeen used in model railroading.

Some applications have sought to signal from a remote object (such asthe locomotive, rolling stock, turnout, or other accessories) back to abase station having the locomotive controls. Because a model railroadtrack is used for both power and signaling, the power movement down thetrack generally creates an electrically noisy and low impedanceenvironment that can make signaling back to the base station difficult.Therefore different types of signals, other than full voltage DCC typewaveforms, have been employed to communicate from the remote object tothe base station or user. For instance, the Pacific Fast Mail (PFM)Company in about 1984 used a cam on-board the locomotive to change theimpedance for an RF signal transmitted from the base station as thelocomotive moved. This information was used to synchronize a chuff soundgenerated by the PFM sound module to play out through a speaker in thelocomotive.

In on-board locomotive sound systems developed by QSI® in 1991, soundfrom the remote object was used as a communication medium. In this case,a series of clink or clank sounds were used as a code to indicate thelocomotive's status. Later, when more on-board memory was available,recorded verbal messages were used to communicate to the user. In 1993,the NMRA issued a draft Recommended Practice for acknowledgement pulsesin operation mode using a 250 KHz signal to provide acknowledgement onthe contents of registers used in DCC decoders in Operation Mode. In1999, Lionel introduced their Rail Scope™ Video Camera System, whichsent back video information from cameras inside the locomotive down thetrack to a TV monitor at the control center. This provided a view of thelayout that would be seen by a miniature engineer in the locomotive.Later, Lionel demonstrated their video system with sound as well asvideo transmitted back from the locomotive.

Methods for direct digital bi-communication through the rails has beendiscussed and documented by the NMRA working group since 1994. QSI®'sU.S. Pat. No. 5,448,142 ('142 patent), column 37, lines 44-60, describeswhat would be needed to send information back down the track, and inparticular mentions the need for “redundant data transmission and errorcorrection techniques.” Various other techniques have since beendeveloped that use bi-directional communication systems, which includefrequency-based systems, a current-loop method, and a spread-spectrummethod. However, to date, no bi-directional communication system hasbeen proposed for analog DC or conventional AC operation other thansending BEMF voltage from the locomotive's motor back to the controller.

Downloadable code was available in many embedded system products in the1980's. In 1985, Microfield Graphics™ had a graphics card that requiredthe operating code to be downloaded on power up. The development ofFLASH memory in 1984 by Toshiba® lead to embedded system products in1988 that could retain downloaded software in system memory. Intel® alsoannounced FLASH memory in 1988.

In was a natural extension to employ downloading methods to embeddedsystems within on-board model train electronics. Discussions regardingreprogramming and downloading software began in the late 1980's whenmicroprocessor technologies were beginning to appear in model trainproducts. The Lenz LE130 DCC decoder had pins on the circuit board toallow downloadable code in 1988. The QS-1 on-board sound system by QSI®had long term memory that allowed programming through the track ofbehavioral parameters in 1991. In 1994, the NMRA issued a “RecommendedPractice” to download data into DCC decoder-equipped locomotives on thetrack in service mode into the decoders long-term memory. Also in 1994,North Coast Engineering™ advertised that their throttles and decoderscould be upgraded through programming. As the price of FLASH memorybecame more affordable, complete downloading of code and sound becamepossible for model railroad products. In 1984, QSI® specified a newapplication specific integrated circuit (ASIC) design that had provisionfor downloading both code and sound into on-board FLASH memory from anexternal programmer.

Analog or conventional train control uses variable DC voltage on thetrack to control the speed of the train for most two-rail model trainsor variable 50 or 60 Hz AC voltage to control the speed of mostthree-rail trains. Power sources for DC are usually described as “powerpacks” while power sources for AC trains are called “transformers.” Thegreatest technology advances in model train control, however, has beenin the area of digital control to operate remote control features.Different methods have been employed for AC and DC powered trains.

For many years, the only remote control signal for AC powered trains,besides interrupting the power for direction change, was a DC signalsuperimposed on the AC track power to blow a horn or whistle. The '431patent describes using the operating state of the locomotive along withapplications of positive and/or negative DC voltages superimposed on theAC track voltage as remote control signals to expand the operationalcapability of conventional AC powered trains.

Lionel had previously used these plus and minus DC remote controlsignals superimposed on AC track to control only two features, the belland the horn (or whistle) sounds in the locomotive. QSI® introduced anon-board Sound and Train Control (S&TC) product for three-rail ACpowered trains called QS-1 in 1991, which also used plus and minus DCsignals to operate the horn and bell sounds, but added programmingcapability, remote coil coupler operation, and other features, using theteachings of the '431 patent. The QS-1 system was modified in 1994 forM.T.H.'s ProtoSound-1 system. QSI® later added improved versions oftheir S&TC system called “QS-2” introduced in 1996, “QS-2+” in 1997, and“QS-3000” in 1999. In 1992, Dallee Electronics designed a Sound andControl add-on unit for AC powered trains, which was introduced to ACoperators in 1998 as the LocoMatic® by Atlas O, LLC The LocoMatic® sendsdigital information to the train to control the different features underAC conventional control.

Standard DC powered trains were even more limited in operation than ACpowered trains. Before the 1990's, the only remote control capabilitywas to change the direction of the locomotive by changing the polarityon the track. In September 1995, QSI® was granted the '142 patent forusing a Polarity Reversal (PR) and Polarity Reversal Pulses (PRP's) asremote control signals along with the state of the locomotive forfeature and train control of DC powered trains. This technique allowsuse of standard power packs to control a variety of train controlfeatures without requiring the operator to buy additional equipment orlearn a complicated new system. The end user may purchase a locomotiveequipped with QSI®'s electronic S&TC, take it home, place it on theuser's layout and be able to control the horn or whistle, bell,direction, Doppler effect, programming of locomotive behavior, etc.,from the throttle and reversing switch on a standard power pack. Inaddition, these locomotives also have DCC capability for advancedoperation using a DCC command station.

SUMMARY OF THE DISCLOSURE

Various embodiments are described herein directed to systems and methodsfor control and simulated sound in model railroad systems. According toone embodiment, a model train accessory controller is connectable to aDC power pack, which has a throttle to apply a power signal to a set oftrain tracks. The controller includes a switching device, which is inelectrical communication with the power pack and the train tracks, toreverse a polarity of the power signal on the train tracks. Thecontroller includes an input, and a processor in electricalcommunication with the switching device. The processor receives acommand from the input to produce, by control of the switching device, adigital command having a series of sequential reversals in the polarityof the power signal. The switching device may include, but is notlimited to, a relay or an active bridge circuit.

According to another embodiment, a model train accessory controller isconnectable to a DC power pack having a throttle to apply a power signalto a set of train tracks. The controller includes means for supplying apower signal to the train tracks in proportion to the throttle voltage;means for automating the reversal of a polarity of the power signal;means for receiving a user command input; and means for controlling thereversal of the polarity of the power signal in response to the usercommand, in which the power signal includes a digital command having aseries of sequential reversals in the polarity of the power signal, suchthat the digital command corresponds to an executable feature of aremote object located on the train tracks.

According to yet another embodiment, a model railroad system includes apower pack having a throttle to apply a power signal to a set of traintracks. A switching device is in electrical communication with the powerpack and the train tracks to reverse a polarity of the power signal onthe train tracks. The system includes an input and a processor inelectrical communication with the switching device. The processorreceives a command from the input to produce, by control of theswitching device, a digital command having a series of sequentialreversals in the polarity of the power signal. The switching device mayinclude, but is not limited to, a relay or an active bridge circuit.

BRIEF DESCRIPTION OF THE DRAWINGS

The present embodiments will become more fully apparent from thefollowing description and appended claims, taken in conjunction with theaccompanying drawings. Understanding that the accompanying drawingsdepict only typical embodiments and are therefore not to be consideredto limit the scope of the disclosure, the embodiments will be describedand explained with specificity and detail in reference to theaccompanying drawings, herein described.

FIGS. 1A and 1B display a basic DC power pack.

FIGS. 2A, 2B, and 2C display graphs of different analog waveforms frombasic DC power packs.

FIGS. 3A and 3B display typical waveforms from fixed voltage accessoryoutputs on common DC power packs.

FIGS. 4A and 4B display waveforms for a Polarity Reversal and a PolarityReversal Pulse remote control signals on a variable amplitude analog DCtrack voltage.

FIGS. 5A and 5B display a DC SideKick controller: a two-button box forproducing Polarity Reversal and Polarity Reversal Pulses.

FIG. 6 displays a block diagram of the SideKick controller of FIG. 5.

FIG. 7 displays an advanced SideKick controller with analog programmingbuttons added.

FIG. 8 displays a block diagram for an advanced SideKick controllerdesign.

FIG. 9 displays a waveform of Type 2 signaling.

FIG. 10 displays an envelope of Type 2 signaling waveform.

FIG. 11 displays an envelope showing Type 3 signaling.

FIG. 12 displays an envelope showing an improvement in speed for Type 3signaling by eliminating an end of word time out.

FIGS. 13A and 13B display a Multi-Button Add-on (MBA) controllerattached to a basic power pack.

FIG. 14 displays a block diagram of an MBA controller.

FIG. 15 displays a block diagram of an alternative MBA controller designusing an active bridge instead of a relay.

FIG. 16 displays a diagram of a number of MBA controllers using relayswired in series to provide control at different parts of a layoutwithout signal loss.

FIG. 17 displays a basic design of a Variable-Amplitude Full-Wave DCanalog power pack design.

FIG. 18 displays a basic design of a Phase-Modulated Sine Wave DC analogpower pack design.

FIG. 19 displays a basic design of a Pulse Width Modulated (PWM) DCanalog power pack design.

FIG. 20 displays a waveform for a PWM-type power pack wherebi-directional digital information is shown transmitted during the offperiods of the PWM duty cycle.

FIG. 21 displays a waveform of bi-directional communication of the typeshown in FIG. 20 combined with PRP Encoding (Polarity Reversal PulseEncoding).

FIG. 22 displays a waveform showing opposite polarity for bi-directionaltransmissions with PWM-type track voltage.

FIG. 23 displays a schematic of a bi-directional transmitter on a remoteobject using an on-board voltage source for transmission during offperiods of the track voltage waveform.

FIG. 24 displays a schematic of the bi-directional transmitter shown inFIG. 23 with a model of a standard pure DC power pack to illustrate someproblems with using this method.

FIG. 25 displays a schematic of a bi-directional transmitter on a remoteobject using an on-board current source for transmission during offperiods of the track voltage waveform.

FIG. 26 displays a schematic of the bi-directional transmitter of FIG.25 where the track condition is a simple resistive load.

FIG. 27 displays a schematic of the bi-directional transmitter of FIG.25 where the track condition is a negative DC voltage to TRK1 withrespect to TRK2.

FIG. 28 displays a schematic of the bi-directional transmitter of FIG.25 where the track condition is a positive DC voltage to TRK1 withrespect to TRK2.

FIG. 29 displays another embodiment of the bi-directional transmitter ofFIG. 25 that prevents damage under certain track voltage conditions.

FIG. 30 is a block diagram of a bi-directional receiver with a DC powerpack.

FIG. 31 is a block diagram of a bi-directional receiver in a remoteobject.

FIG. 32 displays a DC power pack waveform envelop with dense high datarate digital signals shown being transmitted during off periods of thePWM-type power pack.

FIG. 33 displays an expansion of the off period of the track waveformdisplayed in FIG. 32, showing a frequency shift keying (FSK) methodbeing used to transmit bi-directional digital data.

FIG. 34 displays an example of how the variable off-time of a PWM analogtrack power signal can interrupt bi-directional digital datatransmission.

FIG. 35 displays a block diagram of “Rolling Quantum,” an on-boardfeature control and sound system for general application in any remoteobject on a layout but particularly suitable for rolling stock.

FIG. 36 displays a coupler design showing a method to measure drawbartension and compression using optical means.

FIG. 37 displays a cross-sectional view of the coupler of FIG. 36showing details of a moving drawbar shaft.

FIG. 38 displays a truck design for rolling stock to measure speed of acar using an optical transceiver and a rotating drum with dark and whitestripes.

FIG. 39 displays a side view of an improved rotating drum.

FIG. 40 displays a schematic of a two-stage power supply used in“Quantum Loco,” which can also be used in Rolling Quantum.

FIG. 41 displays a diagram of a method of transmitting track power fromrailcar-to-railcar through the couplers on a three-rail track.

FIG. 42 displays a diagram showing a similar method to that of FIG. 41of connecting power to railcar couplers for operation on a two-railtrack.

FIG. 43 displays a diagram showing that short circuit conditions canarise when cars are wired as shown in FIG. 42, coupled together on apowered two-rail track.

FIG. 44 displays a diagram showing how the short circuit condition inFIG. 43 may be partially obviated by using only one rail power pickup ineach rail car.

FIG. 45 displays a diagram showing why the method in FIG. 44 will failif any car is rotated 180° with respect to other cars on a poweredtwo-rail track.

FIG. 46 displays a diagram showing how coupler dampers used on Europeanrailcars can be used to transmit power from railcar-to-railcar.

FIG. 47 displays a diagram showing how cars equipped with electrifieddampers can transmit power from railcar-to-railcar without short circuitconditions, irrespective of car orientation.

FIG. 48 displays a coupler design that has two electrical contacts toallow power to be transmitted from railcar-to-railcar.

FIG. 49 displays the coupler design of FIG. 48, showing electricalconnections between coupler contacts where the couplers are in tension.

FIG. 50 displays the coupler design of FIG. 48, showing electricalconnections between coupler contacts where the couplers are incompression.

FIG. 51 displays the coupler design of FIG. 48, showing loss ofelectrical connections between some of the coupler contacts where thereis slack in the couplers.

FIG. 52 displays an improvement in the coupler design of FIG. 48, wherea spring-loaded pin helps ensure electrical contact between couplers inslack.

FIG. 53 displays a drawing of the electrical connection between a pairof couplers using the design of FIG. 52, where both couplers are in theclosed position.

FIG. 54 displays a diagram of a railcar using the coupler design of FIG.52, with power connections to both rails on a two-rail powered track.

FIG. 55 displays a diagram of two railcars both oriented in the samedirection on a two-rail powered track, showing that there would be noshort circuit condition if both cars were to couple together.

FIG. 56 displays a diagram of two railcars oriented in oppositedirections on a two-rail powered track, showing that there would be ashort circuit condition if the cars were coupled together.

FIG. 57 displays a schematic of an on-board electronic power supply andtransmission system to convey electronic power and data fromrailcar-to-railcar.

FIG. 58 displays a schematic and related drawing of a railcar having theon-board electronic power and transmission system of FIG. 57, with bothground and power connections to both truck pickups and to bothelectrical connections of the coupler design of FIG. 48 in both thefront and rear couplers.

FIG. 59 displays a schematic showing a series of cars on a two-railpowered track connected together to transmit both power and data.

FIG. 60 displays a drawing of a “crane car” as an application forRolling Quantum.

FIG. 61 displays a drawing of a crane car boom illustrating a method torotate a hook of the crane car.

DETAILED DESCRIPTION OF EMBODIMENTS

The embodiments described herein will be best understood by reference tothe above-listed drawings, wherein like parts are designated by likenumerals throughout. It will be readily understood that the componentsof the embodiments as generally described and illustrated in the figuresherein could be arranged and designed in a wide variety of differentconfigurations. Thus, the following more detailed description of variousembodiments, as represented in the figures, is not intended to limit thescope of the invention, as claimed, but is merely representative ofvarious embodiments, each of which may differ in a variety of ways.While various aspects of the embodiments are presented in the drawings,the drawings are not necessarily drawn to scale unless specificallyindicated.

The phrases “connected to,” “coupled to,” and “in communication with”refer to any form of interaction directly or indirectly between two ormore entities, including mechanical, electrical, magnetic,electromagnetic, fluidic, and thermal interaction. For example, twocomponents may be coupled to each other even though they are not indirect contact with each other. Also, “in electrical communication with”further refers to any form of electrical sending or receiving of anytype of electrical signal. For instance, to the extent two structurescommunicate electronically, or “talk” to each other, although possiblylocated at a distance, the structures are “in electrical communication.

In the following description, numerous specific details of programming,software modules, user selections, database-like queries, database-likestructures, etc., are provided for a thorough understanding of variousembodiments of the systems and methods disclosed herein. However, thoseskilled in the art will recognize that the systems and methods disclosedcan be practiced without one or more of the specific details, or withother methods, components, materials, etc.

In some cases, well-known structures, materials, or operations are notshown or described in detail. Furthermore, the described features,structures, or characteristics may be combined in any suitable manner inone or more embodiments. It will also be readily understood that thecomponents of the embodiments as generally described and illustrated inthe Figures herein could be arranged and designed in a wide variety ofdifferent configurations. The order of the steps or actions of themethods described in connection with the embodiments disclosed may bechanged as would be apparent to those skilled in the art. Thus, anyorder in the Figures or Detailed Description is for illustrativepurposes only.

Several aspects of the embodiments described will be illustrated assoftware modules or components. As used herein, a software module orcomponent may include any type of computer instruction or computerexecutable code located within a memory device and/or transmitted aselectronic signals over a system bus or wired or wireless network, orover model railroad tracks. A software module may, for instance,comprise one or more physical or logical blocks of computerinstructions, which may be organized as a routine, program, object,component, data structure, etc., that performs one or more tasks orimplements particular abstract data types.

In certain embodiments, a particular software module may comprisedisparate instructions stored in different locations of a memory device,which together implement the described functionality of the module.Indeed, a module may comprise a single instruction or many instructions,and may be distributed over several different code segments, amongdifferent programs, and across several memory devices. Some embodimentsmay be practiced in a distributed computing environment where tasks areperformed by a remote processing device linked through a communicationsnetwork. In a distributed computing environment, software modules may belocated in local and/or remote memory storage devices.

This disclosure provides a technology solution to the model railroadenvironment that allows a user to start with a simple, but expandedanalog control environment for either DC or AC powered trains, andeasily advance to full-featured operation including computer controlusing Digital Command Control (DCC). In addition, the disclosedcontrollers seek to provide the end user with interactive controls thatare a natural part of the model train experience without requiring theuser to learn complex control systems, while still providing means toexpand and use existing and future technologies. Also, the controllersare generally backwards compatible with existing equipment on themarket. The controllers are designed to provide additional controlfeatures in an environment that remains germane to the prototyperailroading experience. “Prototype” refers to real life locomotives,rolling stock, track, etc.

Controller designs may include a sound system to produce sounds heardinside the locomotive cab such as brake releases, over speed cabwhistle, radio orders and crew talk, etc. These sounds may either besent directly from the locomotive via bi-directional communication, orrespond to information from the locomotive to activate stored sounds inlocal controllers, or direct audio input can be used. Sounds create arealistic model locomotive cab environment with inputs from scanners,detector reports, dispatcher orders, and crew talk. Also, preparedverbal orders may be included to increase play value for the train bycreating scenarios for picking up and dropping off cars, etc., alongwith real-time communication from other operators. This information mayalso be transmitted to handheld throttles for audio output through smallspeakers or headphones. Some of this information could becomputer-controlled via simple programming by the user using softwarespecific for this kind of operation.

Verbal information may also be used to indicate the status of thelocomotive or any “remote object,” which may include mobile locomotives,rolling stock, accessories, turnouts, etc. Rolling stock are objectsthat are not self propelled. Verbal communication may be accomplished bysending status information via bi-directional communication to asound-based controller to produce verbal cab responses. The statuscommand may be actual verbal information or brief non-verbal digitaldata sequences. In the latter case, the base unit, handheld with speakeror with headphones, could produce appropriate pre-canned verbalresponses that could be quite elaborate and realistic simulating radiomessages or crew talk. For instance, bi-directional communication ortrackside detectors may include a brief non-verbal digital report on theposition of the locomotive on the layout. This digital signal wouldselect and play a pre-recorded message at the base unit or handhelddescribing the locomotive's position as though it were coming from anengineer in the model locomotive cab.

Other canned sounds like passing over turnouts could be simulated at thecab controller because the real sounds on the model railroad would beinsufficient or unrealistic even if the sound were transmitted back tothe controllers.

In QSI®'s U.S. Pat. No. 5,448,142 ('142 patent), entitled “SignalingTechniques for DC Track Powered Model Railroads,” is described the useof two different kinds of remote control signals under DC analogoperation: (1) polarity reversals (PR's) where the polarity to the trackis changed from its initial condition with a reversing switch, and (2) apolarity reversal pulse (PRP's) where the polarity is first changed andthen returned to its initial condition, such as with a quick or a slowflip-and-back operation of the reverse switch, which at the completionof the PRP is at its original position.

FIG. 1A displays a typical DC power pack 100 with a reversing slideswitch 101, a throttle 104 knob, and a power switch 106. FIG. 1Bdisplays a back panel 102 having a terminal strip 103 with three pairsof screw terminals, which are marked “Variable Out” for the variablethrottle output based on the position of a throttle knob 104; “Fixed DCOut,” which produces a fixed DC output voltage for some accessorycontrol; and “Fixed AC Out,” which produces a fixed 50/60 Hz AC output,again for powering accessories.

FIGS. 2A, 2B, and 2C display typical types of Variable Out voltages fromDC power packs. In FIG. 2A, the waveform 201 is a pulse-type wherechanging the duty cycle changes the voltage. For instance, the voltageis shown increased at t1 where the duty cycle suddenly increases. InFIG. 2B, the waveform 203 is a variable amplitude full-wave rectifiedsine wave. In this example, the voltage is increased at t1 where theamplitude is suddenly increased. In FIG. 2C, the waveform 205 is a phasemodulated sine wave. In this example, the voltage is shown increasing att1 where the phase is suddenly increased.

Note that the full wave output for the waveform 203 of FIG. 2B has flatregions at zero voltage, such as at 207. Even though the input sine waveis continuous through the zero crossings, it must reach about ±1.5 to 2V to overcome the forward insertion loss of a plurality of rectifierdiodes before voltage appears on the output of the bridge. The timeperiod for the flat regions also depends on the amplitude of the inputsine wave with low amplitude sine waves having a longer period.

FIGS. 3A and 3B display typical waveforms for fixed voltage accessoryoutputs. Fixed DC Out 301 of FIG. 3A is a full-wave rectified sine wavewhile Fixed AC Out 302 of FIG. 3B is a fixed amplitude sine wave.

FIGS. 4A and 4B display waveforms for PR and PRP remote control signals,respectively, employed on a variable amplitude analog DC track voltage,using as an example the variable amplitude sine wave 203 from FIG. 2B.In FIG. 4A, a PR is performed at time T2. In this example, the voltagewas also increased at T3, which may or may not occur during PR's becauseit is dependent on the operator's control of the throttle at the timeT3. In FIG. 4B, PRP is performed at time T2 and terminated at time T4.Again, in this example, the voltage is shown being arbitrarily increasedat time T3 by the operator. PR and PRP may happen at anytime in thewaveform. In the examples shown, the PRs and PRPs are shown beginningand ending at the zero values of the waveform, which is not a necessarycondition for a PR or PRP, but may be desirable to reduce switchingcurrents.

In order to use PR's and PRP's to control remote control effects, theon-board motor drive is designed to not change the locomotive'sdirection while it is moving whenever a polarity reversal of anyduration is applied. If the operator wanted to change direction, hewould turn off the track power, flip the direction switch, and thenreapply power, just like HO model railroaders have been doing for years.Whenever power is applied, Quantum-equipped locomotives start in thedirection of polarity that is standard for DC powered trains. Afterpower is applied, any PR or PRP will affect some remote control featuredepending on the operating state of the locomotive and the duration ofthe PR or PRP. The term “Quantum” herein refers to the various types ofrailroading hardware components being equipped with additional controlcapabilities that facilitate remote communication between a localcontroller or base station, and other remote objects.

Quantum-equipped locomotives have two types of throttle control,Standard and Regulated. Both Standard Throttle Control (STC) andRegulated Throttle Control (RTC) will apply more power to the motor as afunction of increasing throttle. The RTC method includes a motor speedcontrol feature, called “inertial control” that prevents the locomotivefrom reacting quickly to minor impediments such as misaligned trackjoints, tight curves, rough turn-outs, etc. or changes in voltage. Alocomotive under STC may come to an unrealistic halt from a raised trackjoint or a drop in voltage while the same locomotive under RTC, with its“inertial control,” continues at the same speed. RTC operates thelocomotive as though it has the mass and inertia of a prototypelocomotive; the model locomotive will resist changes in speed once it ismoving and will resist starting up quickly if at rest.

Quantum-equipped model locomotives can operate at very slow prototypicalspeeds without the user having to adjust the throttle continually tomaintain that speed. While small obstacles may not affect thelocomotives speed under RTC, a continual opposing force will slow thetrain down, just like the prototype. For instance, if a Quantum-equippeddiesel locomotive encounters an upward grade under RTC, it willeventually slow down. Providing more throttle will slowly accelerate itback to speed. The same locomotive under STC would quickly slow down orstop if it encountered an upward grade. The type of throttle controlalso affects how your locomotive decelerates. Under STC, your locomotivewill respond quickly to a reduction in track voltage. Under RTC, yourlocomotive will decelerate slowly as you bring the throttle down andcoast to a long stop just like the prototypes.

PR's and PRP's, along with the throttle, enable operation of a number offeatures using a standard HO DC power pack. In implementing PR and PRPcontrol, the following features may be provided in QSI®'s Quantum Soundand Train Control (S&TC) module on a Boardway Limited Co. HO scale“Class A” locomotive: (1) horn or whistle (blows while a PR is applied);(2) Hoot (a hoot is a short horn sound that activates with a brief PRP);(3) Bell (bell activates with a very short PRP); and (4) Doppler Effect(activates when a PRP of at least 1 second is applied, followed by asecond PRP within time Δt). A Horn and a Whistle both provide warningsounds and may be referred to variably herein. The only difference interminology is that whistles are usually used on steam locomotives andhorns are usually used on diesel locomotives.

Additionally, the operator is provided with means to program variousfeatures, to include entering programming with 3 short PRP's directlyafter power up (the bell turns on, then off, then on again followed bythe “enter programming” phase whereupon the bell sound shuts off).Another programmable feature includes “Program Options” (POP's), wherethe application of a PR advances through the POP's one by one with anannouncement of each option number. When the desired number isannounced, the user returns the polarity to its initial condition,whereupon the option name is announced. Quick or Slow PRP's may then beused to enter and change the selected program option settings or values.The user leaves the programming mode by turning off the track voltageand then re-applying track power. If the user wants to return to aprevious option, the user will need to leave programming and startagain.

“Program Options” may include, but are not limited to: System Volume;Inertia and RTC; Helper Type (Normal locomotive, Lead locomotive, MidHelper, or End Helper); About Quantum, which describes the software (SW)version, sound set, date, etc.; System Reset; Whistle Volume; BellVolume; and Chuff Volume.

Generally, for options that have multiple choices or levels, a Slow PRPwill cause the level to increase while a Quick PRP will decrease thelevel. After the user is finished with changing a programming option, hecan advance to higher POP's by applying a PR and returning the polarityto its initial condition when the desired POP number is announced.

The Class A locomotive also has a special Neutral state that is enteredby reducing the track voltage about 0.5 volts below “V-Start.” V-Startis defined as the voltage above which the locomotive will leave Neutral.Neutral has special sound effects appropriate for a locomotive at rest.PR's and PRP's usually perform the same functions in Neutral as they dofor a moving locomotive. A notable exception is the Doppler effect,which only applies when the locomotive is moving.

Quantum was developed to provide the analog model train operator with away to control a locomotive using only the throttle 104 and reverselever 101 on the DC power pack 100. This enables the operator to takehome a newly acquired locomotive and run it with a standard HO powerpack without having to add extra components or change the layout in someway. Now the Quantum System may also be used to operate under DCC(Digital Command Control).

Type 1 Commands are now discussed, which use coded Horns and Bells toprovide additional remote control signals. There are two categories forthis kind of coding. The first uses Hoots and Bell horn signals insuccession that would make sense on prototype railroads such as — • • •(one long and 3 short whistle blasts) for water refueling on the mainfor a steam locomotive. This particular whistle signal means “Brakemanprotect the end of the train,” which makes sense if a train is stoppedon the main for water. In addition, — — • — (2 longs, a short, and along) may be used to turn on a crossing bell and produce aclickity-clack sound of wheels over track joints. This particular signalis used on prototype railroads to signal automobile drivers andpedestrians that a train is approaching a highway crossing. In addition,a Bell with a — (a Bell followed by a long whistle blast) may be used toarm the station announcement feature. A long whistle or horn is used bysome prototype railroads as a signal for approaching a passengerstation. Since most locomotives usually have their bell ringing whenthey come into a station, this particular signal makes sense to enable apassenger announcement feature on a Quantum locomotive.

There are other prototypical signals that make sense for other remotecontrolled features on a model railroad locomotive, such as a fuelloading feature, a locomotive maintenance feature, a locomotiveshut-down feature, and others that may use Type 1 Commands. Usingprototypical Hoot and Bell signals are part of the play value for thetrain and provide a method for the model railroader to extend featurecontrol from a standard power pack 100 using only the direction switch.However, there are many other features such as turning on a blower ordynamic brakes, different lights, etc., that would not be associatedwith prototypical Horn and Bell signals.

Type 2 Commands that are not related to prototype operation are nowdiscussed. For instance, other Horn and Bell signals may be coded toexecute the following exemplary list of features: B—B—B opens rearcoupler H-B-H-B turns on dynamic brakes B—B-H opens front coupler B-Hsound squealing brake effect B-H-B-H turns on blower hiss in a steamlocomotive B—B—B—B mutes the sound system, etc.,where the “H” horn signal is considered a short Horn or “Hoot.” Thistype of signaling creates a plurality of Type 2 Command digital codes.To use Type 2 Commands, the operator needs a list of codes, or shouldcommit them to memory without the mnemonic benefit of codes that relateto prototypical signals. In addition, the allowable time betweenindividual occurrences of Bells and Hoots may be limited to minimizeactivation of the train's Bell and Horn sound features duringtransmission of the Type 2 Command.

Note that Type 2 Commands may produce Bell and horn Hoots that have noprototype meaning for the features that are being activated, which wouldsound artificial and detract from the model railroading experience. Onemethod to reduce this effect is to limit the time between individualoccurrences of Bells and Hoots, which would minimize operation of thehorn and bell sounds. Another solution is to proceed any Type 2 codewith a Bell signal. The Bell sound effect is delayed until a long enoughperiod Δt has passed, to determine if any other PRP's are generated. Ifno other signals are forthcoming within this predetermined period Δt,the bell toggles (either ON to OFF, or OFF to ON depending on itscurrent state). If more signals are sent within this time period Δt, thesignals are registered and stored as Bells or Hoots. After a series ofBells and Hoots have been sent and no further PRP's are sent within aspecified time period, the feature corresponding to a set of recordedBells and Hoots is executed. As used herein, a Bell may be arbitrarilyassigned a logic “1” and a Horn a logic “0,” but the logical assignmentscould be reversed with no change to the scope or effectiveness of thecontrollers of this disclosure.

The PRP time intervals for a Bell or Hoot horn are different, with theBell being much quicker. Since some remote control features requireclose to real-time operation, while others can tolerate longer delays,there are speed priorities for Type 2 Commands. For instance, a signalfor a coupler crash or an activation of squealing brakes should occurquickly to ensure that the event is coincident with the action. On theother hand, turning a smoke generator on or off, engaging locomotivestart-up or shut-down effects, or turning on the steam dynamo cantolerate a reasonable delay; in fact, it would be expected on theprototype. Fast-responding functions benefit from more Bell signals thanHoot signals.

In addition, Type 2 Commands may be used to select locomotives usingindividual locomotive ID codes. Locomotive ID's could be set in one ofthe unused analog programming positions by a series of Hoot and Bellcommands. Selecting a locomotive may be done either in programming,through use of another unused option, or the ID command may be sentwithin a certain time interval after power-up. Selecting locomotives maytolerate delays of 2 to 3 seconds as long as transmission of the Hootand Bell sequences is reliable.

Using Type 1 and Type 2 Commands along with simple PR and PRP's mayprovide all the necessary operation of a suitableelectronically-equipped locomotive under conventional analog control,including individual locomotive selection. However, it is expecting alot of the operator to send Type 2 Commands on the power pack 100, wheretiming is hard to control; the operator might miss commands orinadvertently send the wrong command. To take full advantage of Type 2Commands, a controller is added to the power pack 100 to increasecommand reliability. One such controller includes a two-buttoncontroller called a DC “SideKick.”

FIG. 5A shows a SideKick 500 with Horn button 502 and Bell button 504.FIG. 5B figure shows the SideKick 500 attached to the top of a DC powerpack 100. Sidekick 500 connects between the variable DC output of thepower pack 100 and to the track to produce reliable Horn or Hoots orBell signals of the correct duration. Besides sending out reliableHoots, Horn blasts, and Bell signals with the correct timing, theSideKick 500 also saves wear and tear on the reversal (or direction)switch 101 of the power pack 100. Also, since the output polarity of thepower pack 100 always returns to normal when the Horn button 602 isreleased, or after a Bell signal is sent, the reversal switch 101 may beused exclusively to do reverse functions, and its positions willindicate the direction of travel of the locomotive.

FIG. 6 displays a simple circuit 600 as may be used in the SideKick 500design when connected to a track 601, a two-rail track 601 in this case.Activating a relay 610 changes the polarity to the track 601 to reverseit from that of the DC output from a power pack 100, thus producing thePRs and PRPs used in signaling. Pressing the Bell button 504 produces aquick PRP suitable for Bell operation. A quick tap on the Horn button502 will produce a PRP suitable for a Hoot command. Pressing and holdingthe Horn button 502 produces a PR for continuous horn or whistle soundsuntil the Horn button 502 is released. In addition, a microprocessor 606(variably referred to as pp in the Figures) may store in memory (notshown) a series of user Horn and Bell operations, and then send out theproper series of PRP's to ensure reliable operation. The user may tapthe Bell button 504 twice and tap the Horn button 502 three times, inrapid succession, and wait as the microprocessor 606 sends out Bell andHoot signals to produce a “1,1,0,0,0” Type 2 Command.

Advanced SideKicks 500 may provide simple, easy-to-remember operation ofboth Type 1 and Type 2 Commands. By holding the Bell button 504 downwhile the Horn button 502 is tapped a countable number of times and thenreleasing the Bell button 504 would allow selection and transmission ofdifferent stored Hoot or Hoot-Bell sequences.

While everyone can count, this method of sending Type 2 Commands couldget time consuming for counts exceeding six or seven. This method mayproperly be reserved for longer, more complex and difficult-to-remembersequences of Horns and Bells that operate popular features. The simplesequences of Bells and Horns, such as coupler crash sound (2 Bells) orbrake squeal (Bell-Hoot) could continue to be coded in by hand.

The SideKick 500 allows simple programming by pressing either the Hornbutton 502 or the Bell button 504 (or both) and holding it (or them)down while power is turned on. This sends out a sequence of three Bellsignals, which starts the program operation in the Quantum S&TC System.In programming, holding the horn button down allows advancing throughvarious program options until the desired option is reached and thenletting go of the Horn button 502 to stop at that option. Pressing theHorn 502 or Bell 504 button quickly enters the option where the currentsetting will be announced by the locomotive. Thereafter, sending Bell orHorn signals from SideKick 500 will change the option settings. Forthose options with different levels, the Horn button 502 will cause thelevel to increase while the Bell signal will cause the level todecrease. This is shown as the up arrow 506 next to the Horn button 502in FIG. 5 and the down arrow 508 next to the Bell button 504. The uparrow 506 next to the Horn button 502 is consistent with pressing theHorn button 502 to advance through higher POP's in programming. Sincethe SideKick 500 can remember the number of times either the Horn 502 orBell 504 button is pressed and released (e.g. tapped), it is easy tomove through the different levels by a known amount. If the user wantsto increase six levels in system volume, he simply taps the Horn button502 three times while in POP 1.

One may add an LED or LDC display (not shown) to the DC SideKick 500 toallow the user to select the desired setting level at any POP. However,since the SideKick 500 does not know the current setting in the QuantumSystem, this will not work. However, it may be possible for the SideKick500 to select a user-entered POP number. One method is for the user topress and hold the Horn button 502 while the SideKick 500 rapidly countsup and displays the POP number on the LCD or LED readout. Once thedesired number is selected, a continuous PR of the correct duration isapplied until the Quantum locomotive reaches the same POP number and thePR is returned to its initial condition.

This method functions properly because the Quantum System starts at POP1 when programming is entered, so it is not difficult for the SideKick500 and the Quantum-equipped locomotive to start at the same POP number.And, it is easy to get back in sync by reentering programming with boththe SideKick 500 and the Quantum System. However, depending on timing,use of a continuous PR to advance POP's may not always result in thesame POP for both the SideKick 500 and the Quantum Locomotive,particularly for large POP values where a PR must be applied for alonger period. In addition, early editions of Quantum locomotives allowthe POP's to wrap back to POP 1 once the highest installed POP number isexceeded.

Here, Type 2 Command signaling may be added to the SideKick 500, and toadvanced controllers as programming commands, to overcome some of thelimitations in the programming methods described above. For instance,Type 2 Command signaling may select between advancing or reversing thedirection of moving through POPs. A Bell-Hoot-Bell may be to selectgoing forward and a Bell-Hoot-Hoot may be to select going backwards.Thereafter, a PR continues to count through the options, whether forwardor backward, depending on the forward/backward selection. In addition,the forward/backward selection may be used to move to the next selectionor to go backward one position.

FIG. 7 displays an advanced DC SideKick controller 700 (or “controller700”) with analog programming buttons added, namely, a “PREVIOUS” button706 labeled “PREV” and a “NEXT” button 708, which make selecting optionseasy.

FIG. 8 displays a block diagram of the advanced SideKick controller 700where the “PREVIOUS” button 706 and the “NEXT” button 708 have beenadded with inputs to the microprocessor 606. If the “NEXT” button 708 ispressed once, Quantum advances one POP position. If pressed twice,Quantum advances forward two POP positions. If pressed and held, POPpositions continue to count forward. On the other hand, pressing the“PREV” button 706 cause the Quantum System to go back one POP, and soon.

An LED or LCD number display may also be added to the controller 700 toindicate the POP number. The user uses the NEXT 708 and PREV 706 buttonsto advance or decrease the display numbers quickly, and once letting goof the either button 706, 708, the controller 700 may generate a Type 2command to directly select the indicated POP number automatically. Thisextends the required number of Type 2 Command codes to include all thePOP numbers available.

The use of Type 2 Command codes for a “Next” or “Previous” operation, orfor each POP number, advantageously addresses POP's for many locomotivessimultaneously, such as in a “consist” of locomotives. A “consist” is agroup of locomotives coupled together to provide extra power to pull atrain. Because of timing differences in locomotives, a continuous PR mayresult in a different POP being selected when the PR is stopped,particularly for high POP numbers.

Quantum Systems may be designed to accept Type 2 Command signaling. Thefollowing two conditions should be met, however, to ensure consistentbehavior, and to provide more freedom to design advanced controllers.One is that POPs should not loop back to POP 1 if the highest POP isexceeded. Another is to design the Quantum System to accept Type 2signaling as well as a PR, to advance reset options in order to workwith standard power packs 100 and with older SideKicks 500.

FIG. 9 displays a Type 2 signaling waveform 901. Normally there is ashort PRP for a Bell and a slightly longer PRP for a Hoot. Type 2signaling proposes sending a series of Bells and Hoots as digitalsignals, as illustrated. For illustration purposes, the output from thepower pack was chosen as the “Pulse-Type Voltage Wave Form” shown inFIG. 2A, and is represented here as a very dense series of pulses at 50%duty cycle. This produces a pulse width modulated (PWM) waveform 901.However, any type of DC waveform may be used for this discussion.

The PR and PRP's in FIG. 9 are shown as periods where these pulses aregoing between zero to negative rather than between zero to positive. Thefirst series 901 of pulses represents the initial polarity condition ofthe track voltage before any PR or PRP's are applied. The PRP period totoggle the Bell is shown as t_(B), the PRP period to activate a hornHoot is t_(H), and the time needed to recover normal operation beforeanother PRP is shown as t_(R). In the diagram, t_(R) is shown about thesame time as t_(B), which is equal to or greater than the minimumdetection time for a PR. Also, for illustrative purposes, a PR is shownoccurring at the end of a power pack 100 output pulse rather than atsome intermediate point. However, a PR transition can occur at any time,unless there is a good engineering reason to prevent it, such asexcessive electrical noise or reliability issues from high switchingcurrents or inductive voltage spikes.

FIG. 10 displays the same series of Bells and Hoots except that the PWMtrack waveform is left out and is replaced by its envelope. Also shownare the PRP times of 170 ms for t_(R) and t_(B), and 370 ms for t_(H),which represents one possible embodiment based on current engineeringefforts in relation to current hardware and software limitations, and inno way represents a limitation to these time periods. In this example aBell PRP is considered a logic 1 and a Hoot PRP is a logic 0. For theseries of PRPs shown in FIGS. 9 and 10, this command is a binary(“1,0,0,1,0,1”). However, for Type 2 signals, a Bell PRP is used as astart bit, as described earlier. Therefore, the command represented inFIGS. 9 and 10 is represented by the five bit word (“0,0,1,0,1”).

Based on the 170 ms and 370 ms PRP time periods, the command wouldrequire 2.47 seconds to send, plus some timeout period t_(D) greaterthan t_(R) to know that the data sequence was complete. In oneembodiment, for a reasonable time period of 200 ms for t_(D), it takes2.67 sec. to send this five-bit word. For digital commands that average8 bits each, the worst case time for all 0's is 4.52 sec., and the bestcase for all 1's is 2.92 sec., with an average for all possible 8-bitwords at 3.72 sec. This would be an unacceptable delay time for theoperator to wait for a simple command such as “open the rear coupler.”

FIG. 11 displays an envelope showing Type 3 signaling, which is a stillbetter approach because it avoids the t_(R) period altogether. In thiscase, each PRP times out to determine if it is a Bell t_(B) or Hoott_(H) time period. Note that at the end of the sequence, the waveformmust remain in its last polarity setting for a time t_(D) that is longerthan either t_(B) or t_(H) so as to not be detected as another bit. Thismethod would reduce the time for the same 5 bits to 1.82 sec. assuming200 ms for t_(D). To send 8-bit words, the average would be 2.53 sec.with a worst case of 3.23 sec. (all 0's) and a best case of 1.73 sec.(all 1's). The delay time t_(D) and the need to return to base line(initial non-polarity reversed condition) can both be eliminated byalways sending a word with a fixed number of odd bits. In this way, itis known that the data sequence is complete when all bits are receivedand there is no further time delay to return the last data bit to baseline.

FIG. 12 displays an envelope showing an improvement in speed for Type 3signaling by eliminating an end of word time out. The waveform startswith a Bell or “1” bit followed by the eight bit word(“0,0,0,1,1,0,1,0”). For an 8-bit word, 200 ms for the end of word timeout t_(D) is eliminated, which yields an average transmission time of2.33 sec., with a worst case at 3.03 sec. and a best case at 1.54 sec.This new Type 3 signaling is almost 40% more efficient than sending aseries of Bell and Hoot signals for an eight bit-word. However, the timerequired is likely still too long for an operator to wait for a simpleoperation.

The above Type 3 signaling is not based on the method of sending aseries of Bells and Hoots as described in the '142 patent, and could notbe easily done by modifying the SideKick systems 500 or 700, which weredesigned for sending Type 1 and Type 2 commands. Implementing Type 3signaling, therefore, need not be constrained to use of the Bell andHoot timings as described above.

FIGS. 13A and 13B display, respectively, a Multi-Button Add-on (MBA)controller 1300, and the MBA controller 1300 attached to a basic powerpack 100. The MBA controller 1300 may be attached or used with existingDC power packs 100 in a similar manner to the SideKick controller 500.The buttons (1400 in FIG. 14) are not defined here, but will bedescribed in the various embodiments herein. Note that other types ofactuators, such as keys, switches, or knobs, etc. Each button 1400 mayprovide, with a single push, a digital command that will incorporatedinto a power signal sent along the power connection of either AC or DCpowered train tracks, which is received by a remote device positionedalong the train tracks. The remote device receives and executes thedigital command.

FIG. 14 displays a block diagram of the basic hardware configuration forthe MBA controller 1300. Here, a large array of buttons or switches 1400are input into the microprocessor 1401 for controlling various features.A Horn button 1402 and a Bell button 1404, programming buttons, Previous1406 and Next 1408 buttons are all retained from the DC SideKick toperform similar functions, but for use in any of Type 1, Type 2, andType 3 signaling. The microprocessor 1401 controls a switching device,such as a relay 1410 through a relay driver 1412. The relay 1410 maycomprise a double-pole, double-throw relay, or a pair of relays 1410. Aswith the SideKick 500, the relay 1410 in the MBA controller 1300 is usedto produce PR or PRP signals. However, the relay 1410 is operateddifferently under the control of the microprocessor 1401 to send Type 3signals.

Positive DC (+DC) is normally applied to TRK1 (track's first rail) whilenegative DC (−DC) is applied to TRK2 (track's second rail). When therelay driver 1412 turns on the relay coil 1414, the relay 1410 activatesand switches the double-pole, double-throw switch to apply +DC to TRK2and −DC to TRK1, thereby affecting a polarity reversal to the track(PR). Relay operation for this FSK (frequency shift key) method iscontrolled by the microprocessor 1401. This method of using PR or PRPsof the DC track voltage to send digital commands is called “PRPEncoding”.

For AC operation, MBA controllers may also use a single relay, such asrelay 1410, which may switch the track connection to a pass device witha high-voltage accessory output voltage to produce an AC track waveformthat has either a positive or negative DC component. This method ofadding a DC component to the AC waveform to send digital commands for ACpowered trains is called “DC Encoding.”

The use of a higher-voltage accessory output when sending DC Encodingcommands allows the same throttle power to be applied to the track eventhough the waveform is being phase-shifted to produce the required DCoffsets. This prevents the locomotives from slowing down when commandsare sent, which is a common problem with Horn and Bell controllers forthree-rail AC trains.

FIG. 15 displays a block diagram of an alternative MBA controller design1500 using an active bridge 1510 instead of a relay 1410 to produce PRand PRP. Here, P1, P2, P3, and P4 represent pass devices that arecontrolled by a driver circuit 1512, which in turn is controlled by amicroprocessor 1501. The active bridge circuit 1510 is common for motorcontrol and is familiar to one of skill in the art. The pass devices maycomprise PNP and NPN transistors or power FET's (field effecttransistors). When P3 and P2 are turned on (conducting) and P1 and P4are turn off (non-conducting), then +DC is applied to TRK1, and −DC isapplied to TRK2. When the microprocessor 1516 turns on P1 and P4 andturns off P2 and P3 off, +DC is applied to TRK2 and −DC applied to TRK1,thereby affecting a polarity reversal to the track. While there are someadvantages to using a relay 1410 in lieu of an active bridge 1510, oneskilled in the art will appreciate that either may be used, with varyingdegrees of dependability, safety, and speed. For instance, use of anactive bridge circuit 1510 may produce a faster series of PR and/or PRPsthan relays 1410, but the latter are still faster than the Horn and Belltiming used in Type 2 signaling.

Experiments with a variety of relays 1410 have shown that it is possibleto send a 10 ms PRP and to detect it. Speeds faster than this had enoughvariation in PRP pulse width that reliability in timing becameproblematic. Reliable results were obtained with a 30 ms PRP for a Logic1, and a 60 ms PRP for a Logic 0. At these times, an average 8-bit wordcould be transmitted in 390 ms with a worst case (all 0's) taking 510 mswhile the best case (all 1's) would take 270 ms. This would be veryacceptable for the operator, particularly where using faster codes forthose features that need to respond quickly to the operator's commandinput. These are experimental results only, and should not be construedto limit the scope of the disclosure in any way.

FIG. 16 displays a diagram of a number of MBA controllers 1300 that userelays 1410 wired in series to provide control at different parts of atrack layout 1600 without signal loss, allowing PR or PRP commands fromone MBA controller 1300 to pass directly through other MBA controllers1300 to the track layout 1600. It also allows placing controllers atvarious places around the layout 1600 and for custom designing ofindividual controllers for operation of specific accessories, operatingcars, turnouts, etc. This series connection of MBA controllers 1300 ispossible where relays 1410 function properly regardless of inputpolarity from the DC power pack 100 and have very little insertion loss.Therefore, when connected in series, MBA controllers 1300 comprisingrelays 1410 allow commands to be sent to any base station MBA controller1300. However, if two different operators try to send commands from twodifferent MBA controllers 1300 at the same time, the commands may becorrupted.

Using MBA controllers 1300 in series, therefore, is most feasible for anoperator that has a simple wireless or tethered walk-around throttle. Hecan gain access to any local MBA controller 1300 as he moves todifferent positions around the layout 1600. Regardless of the operator'sposition, he will be able to control the entire track layout 1600. Thiswalk-around throttle may include an optional display to indicate thedifferent settings and operation parameters of the locomotive, or otherlayout components.

For toggled features, MBA controllers 1300, 1500 are designed to senddifferent digital codes to turn on or off a feature. This ensures thatall locomotives in a consist respond in the same way when a command issent. Use of a single press or double press of a button sends,respectively, a command to turn on or off a feature. Thus, design ofadvanced controller cabs may mimic the control panels or consoles ofactual locomotives where mechanical toggle switches turn on and offdifferent features. This type of controller is referred to as a Replicab(for replicated cab). Replicabs may also have more realistic throttles,reversing levers, brake stands, gauges, etc., and may contain the trackpower supply as well.

Providing a realistic locomotive console makes the train controller partof the model railroad experience as opposed to standard DC power packdesigns that bear little resemblance to the inside of locomotive cabs.Different Replicabs are used for different types of locomotives.Although Replicabs are designed to simulate the inside of prototypelocomotives, additional switches and buttons may be discreetly added toperform all the remote control functions on the MBA controllers 1300,1500, or control computer interaction with accessories, turnouts, etc.

Besides a verbal acknowledgement for programming used in Quantum, onemay add a bi-directional system to more advanced MBA controllers or DCpower packs 100 to allow signals to be transmitted between locomotiveand base station in electronic form in both directions. This allowsquerying the Q2 system about which POP it is currently at and thesetting for that option.

One method is to use on/off loading of the power pack 100 in a similarmanner that the NMRA system does their “Service Mode” programming inDCC. In this case, the motor is started for a brief period to load thebase station output as feedback to a query. Unlike the NMRA DCC method,a binary search is used to determine the current POP or POP setting.This works well for most of the POP level settings that usually haveabout 16 levels.

In addition, “advanced MBA controllers” may be designed to do fullcommand control using either DCC, QSI® Lobing, and PRP Encoded or DCEncoded transmission. The desired speed is determined by digitizing theDC power pack 100 analog throttle voltage and sending digital speedcommands to the locomotive. In this case, the track voltage is derivedfrom a constant accessory high voltage output from the power pack ratherthan the variable output.

This method allows the operator to use advanced MBA's to operate commandcontrol locomotives directly from his power pack or transformer. Inaddition, the reverse switch 101 operation on DC power packs 100 may bedigitized to perform the same function it had under analog control. Thesame is true with the Horn and Bell buttons on AC transformers. Thesemay be digitized and a DC offset detected which then results in a DCEncoded, PRP Encoded, DCC, or QSI Lobing commands to be sent out to dothese functions.

If the power pack or transformer is insufficient to operate manylocomotives in command mode, power boosters may be added to the outputof advanced MBA's to provide higher power digital command controloutputs to the track. The power pack or transformer 100 could still beused to provide throttle and directional information, and the MBA 1300would still provide information on which buttons 1400 were pressed. Thisallows the user to retain his control area design with the powerboosters placed out of the way such as under the control area.

Another feature of MBA controllers as used in conjunction with remotedevices is the use of ID numbers for DC analog or AC control. Asophisticated method to select locomotives by their cab numbers and asimple and effective way to make up consists may be added to advancedMBA's and Replicabs, thereby an operator may select a desiredlocomotive, for instance, without the need for turning on differentblocks or consists. Available ID numbers have been added past the 10,000number maximum possibility in DCC to include A, B, and C suffixes tocorrespond to prototype locomotive identification for helpers in a setof locomotives. Also, these A, B, and C designators are used to specifytypes of consists such as “head end,” “mid train,” and “pushers” toallow these various consist components to be selected and moved aroundseparately.

Bi-directional communication may also be required under analogoperation. In particular, on-board sound systems like Quantum simulatemany features of prototype locomotives, and therefore need to transmitback the state of these features as well as the state of the modellocomotive in a form that the controller can interpret, process, and/ordisplay, which requires bi-directional communication.

For instance, it would be useful to know the following kinds ofinformation (or “states” of the locomotive) from the locomotive: (1) thespeed of the locomotive in scale units (scale miles per hour, scalekilometers per hours, etc.); (2) the amount of simulated braking appliedor the amount of simulated air pressure in the brake lines; (3)identification (ID) numbers attached to locomotives, consists, orseparate cars and other components, to distinguish each from the otherto facilitate selection and movement of the same; (4) the real currentdemand and power demand of the locomotive's motor; (5) diesel transitionsetting; (6) steam locomotive cut-off setting; (7) the simulated currentdemand in the locomotive (based on notch setting, transition setting,load, etc., appropriate for the prototype under similar operatingconditions); (8) remaining simulated fuel; (9) remaining simulatedwater; (10) remaining simulated boiler pressure; (11) amount of timesince the locomotive had received its last maintenance; (12) the totalmiles the locomotive has been operated since it was new or since itslast maintenance; (13) the name of a simulated engineer or fireman,which can be used as an alternative way to identify (e.g. with an alias)and/or select a locomotive or train by the control center; (14) locationof the locomotive based on information from track location identifiers;(15) scale distance (scale miles, kilometers, etc.) traveled since lastlocation report; (16) a turnout command for the next turnoutencountered; (17) on-off state of different lights and appliances; (18)video from on-board cameras; (19) audio for on-board microphones; (20)inclinometer indication of current grade of the locomotive; (21)measurement of locomotive's motion, acceleration, etc.; (22) status ofthe individual couplers; (23) simulated fuel consumption rate; (24) timeor miles since last steam locomotive blow-down; (25) steam locomotiveboiler water level; and (26) time since steam locomotive flues werecleaned.

Some of these settings are made at the controller, and as such, areknown by the controller electronics. However, many of these state valuesare based on automatic operation of the on-board S&TC system and arecontinuously changing. In addition, it may not be practical for thecontroller to maintain the values of all the locomotive's settings inmemory for layouts with many locomotives; it may be more practical toretrieve this information from the individual locomotives as needed.

Although verbal information is supplied from the locomotive on demand,this method is limited and prototypically unrealistic for manyoperational needs in model railroading. On the other hand, a largeelectronic data rate may not be needed from the on-board S&TC systembecause much of the information is not needed on a continuous basis andcan be supplied on demand. Other than speed value, simulated air brakepressure, streaming video and audio, most other data may be updated onlywhen a significant change is made, or when queried. Considering thatvideo and audio may be transmitted via a different method (e.g., directRF), the bi-directional system for analog applications may not require ahigh bandwidth.

FIGS. 17-19 display three different power pack 100 design methods toprovide the Quantum System a bi-directional communication technique,with specific application to providing command signals to an AC-poweredtrain track. Bi-directional communication may occur during the normallyoccurring power off periods of many analog waveform types currentlyavailable on DC power packs 100. FIG. 17 displays a basic design of aVariable-Amplitude Full-Wave DC analog power pack design. FIG. 18displays a basic design of a Phase-Modulated Sine Wave DC analog powerpack design. FIG. 19 displays a basic design of a PWM DC analog powerpack design.

A power pack 1701 is shown to the left of the dotted vertical linesdesignated. Each power pack 1701 comprises a transformer 1702 to bringin the analog AC power waveform, and a bridge 1704 to rectify theincoming AC power signal. This power pack 1701 is based on 50/60 Hzincoming waveform from the power grid, and indicated here by a wallpower plug 1706.

The track layout is represented by conductive track rails 1710, 1711 andby remote objects 1712, 1713 that are electrically connected to thetrack rails 1710, 1711. Many modern electronic on-board accessories (orremote objects 1712, 1713) use a full-wave rectifier (represented bydiodes D1-D4) with a filter capacitor CF as an electronic power supply.Resistor RL represents the internal load of the electronic power supply.

Note that the power pack 1701 produces waveforms that have off periodswhere the output is at zero volts. This is clearly seen for thePhase-Modulated Sine Wave type design shown in FIG. 18. The incomingsine wave 1702 is first rectified by the bridge 1705 comprisingrectifier diodes D5-D8, shown as a full wave output 1803. The full waveoutput 1803 is then phase-modulated by a pass device 1806 under thecontrol of an electronic controller 1808 as controlled by the powerpack's throttle. The phase-modulated waveform is shown as 1810.

The off period is also obvious for the PWM pulse-type design shown inFIG. 19. Here, the incoming sine wave 1702 is rectified by bridge 1705and filtered by CFPK to produce a near constant DC output 1903. This DCsupply is then phase-modulated by a pass device 1906 under control of anelectronic controller 1908, which is controlled by the power pack'sthrottle. This phase-modulation produces the duty cycle of the modulatedwaveform output 1910. The off period will, of course, become vanishinglysmall if the duty cycle is allowed to approach 100%. Note that theripple voltage shown in waveform 1903 is the result of a loadingcapacitor C_(FPK) partially discharging due to loading from remoteobjects 1712, 1713.

The off period is not as obvious in the Variable-Amplitude Full-Wavepower pack design shown in FIG. 17. Here the incoming sine wave 1702 isamplitude-modulated by a movable transformer tap 1714, which is thenfull-wave rectified by bridge 1705, which results in a full-wave outputwaveform 1703. This waveform is shown in detail in FIG. 2B where thezero voltage gap 207 is clearly seen. As explained, this gap 207 is theresult of the sine wave needing to exceed the forward voltage drop ofthe rectifier diodes D5-D8 before any output voltage is applied to thelayout. Note that some power pack designs use other ways to vary theamplitude of the sine wave, but the waveform remains essentially thesame. The off time period will decrease with increasing amplitude of theincoming sine wave, but will not go completely off.

Another power pack (not shown) produces variable-amplitude filtered DCto the tracks, and will not have any periods where the voltage is zero.

The three types of output waveforms shown in FIGS. 17-19 all facilitatethe sending and receiving of bi-directional signals to/from remoteobjects during the voltage off period into an electrical environmentthat has low noise and high impedance. As all three power pack 1701include the bridge rectifier 1705 on the incoming sine wave, thisvoltage source is isolated from the layout if the sine wave is below theforward voltage drops of the bridge diodes D5-D8. In addition, theremote objects 1712, 1713 all have bridge rectifier inputs, so that theremote objects are electronically isolated from the track. If thebi-directional signal does not exceed 1.5-2 volts, the signal may safelybe transmitted in the high impedance, low noise environment of the tworail track. In addition, pass devices 1806, 1906 further isolate thetrack from the input sine wave 1810, 1910 when turned off. Furthermore,the charged capacitors C_(F) in the remote devices 1712, 1713 ensurethat the remote devices 1712, 1713 are isolated from track signals thatare below the charge voltage of the capacitor C_(F). The Quantum Systemwill remain charged enough to keep the on-board Quantum electronics offduring the duty cycle off portion of the track voltage waveform.

Under these conditions, the track impedance will remain an open circuitfor reasonably large signals as long as the charge voltage of capacitorC_(F) remains above the desired bi-directional signal peak voltage. Thishigh-impedance environment allows an on-board transmitter in the remoteobject 1712, 1713 to apply a low amplitude voltage on the track withoutseverely loading the on-board power supply during the off period. Theon-board power supply usually derives its energy from charged capacitorsC_(F), which can only supply power for a brief period. In this way,either digital or analog information may be sent from the remote object1712, 173 during off periods of the applied track power voltage. Forinstance, the analog output may be the value of an on-boardvariable-voltage (or variable-current) supply, or digital data may besent as a zero voltage for a logic 0 or some low voltage V_(B) for alogic “1,” such as the sequence shown in FIG. 20 for a PWM-type powerpack.

FIG. 20 displays a waveform for a PWM-type power pack wherebi-directional digital information is shown transmitted during the offperiods of the PWM duty cycle. The logic output is shown under the graphas a series of 0's and 1's. The first four cycles represent the normaloutput of the power supply. In other words the normal condition from thepower pack would indicate a continuous series of zeros during each poweroff period. In the case of a PWM pulse-type power pack, thebi-directional data rate would be equal to the frequency of the appliedtrack voltage (usually twice the county's power grid frequency, e.g. 100or 120 Hz in the U.S.). Logical 1's sent from the remote object areapparent at some points where the DC power pack returns to zero, such asat 2001, 2002, 2003, and elsewhere.

FIG. 21 displays a waveform of bi-directional communication of the typeshown in FIG. 20 combined with PRP Encoding. The bi-directional methodof communication of FIG. 20 may be used in combination with PRP encodingbecause the polarity of the applied voltage will not affect the offsetvoltage. This is shown in FIG. 21 where a PRP has been applied at t₁,and uninterrupted bi-directional logic is shown being sent as the binaryseries (“0,0,1,1,0”) during this time. Additionally, if PRP occursduring a power pack pulse or in the middle of a bi-directional “1,” itwill not affect the magnitude, polarity, or period of the bi-directionalsignal.

FIG. 22 displays a waveform showing opposite polarity for bi-directionaltransmissions with PWM-type track voltage. The polarity of thebi-directional signal is unimportant as indicated, where—VB alsorepresents a logical 1 (i.e., ±V_(B)=Logic 1). It is a reasonablecondition of the design of a bi-directional system to allow eitherpolarity because the locomotive could be placed on the track in theopposite direction and hence be transmitting data with the oppositepolarity. This is useful because the locomotive may be configured totell the controller the direction it is facing, based on the polarity ofthe bi-directional information with respect to the applied voltage.

FIG. 23 displays a schematic of a bi-directional signal transmitter 2300(or generator) on a remote object 1712, 1713 using an on-board voltagesource for transmission during off periods of the track voltagewaveform. The on-board microprocessor is not shown, and neither are thedetails of the S&TC system, motor drive, etc. The on-board voltagegenerator comprises bridge rectifiers D1-D4, filter capacitor C_(F),linear regulator 2301, and protection diode D9. The power supply willgenerate a voltage V_(B) at the cathode of D5 when the circuit isloaded. RL represents the loading on the filter capacitor C_(F) byinternal electronic components, such as the on-board microprocessor,lighting circuits, etc. These circuits may be powered by other voltageregulators (not shown), or may be powered by the V_(B) generator.

Internal loads generally receive power from capacitor C_(F) and allreturn currents go to internal ground 2303. The pass devices P1-P4represent ideal (zero resistance switches) under microprocessor control.P1 and P2 can apply the output V_(B) terminal 2302 to either TRK1 orTRK2. P3 and P4 can apply the internal ground connection 2303 to TRK1 orTRK2. This will allow the internal V_(B) generator 2300 to connectbetween TRK1 and TRK2 with either polarity. When track power is appliedof either polarity between TRK1 and TRK2, the internal capacitor C_(F)will charge to the peak track voltage, less the insertion loss of thebridge rectifier. When track power is removed, the internal V_(B)generator will continue to operate as long as the internal charge onC_(F) does not fall too close to the V_(B) output. There are two statesfor providing voltage V_(B). One (1), if during this time P1 and P4 areon, and P2 and P3 are off, then the V_(B) generator will apply positivevoltage to TRK1 with respect to TRK2. Two (2), if P1 and P4 are off, andP2 and P3 are on, then the V_(B) generator 2300 will apply a negativevoltage to TRK1 with respect to TRK2.

When designing a circuit for bi-directional feedback, there are threeconditions that should be met to ensure reliable operation: (1) if thetrack voltage should reappear when the bi-directional circuit isoperating, there should be no temporary dysfunction of the on-boardsystem nor any permanent damage; (2) there should be no unusual currentdemands from the power supply that may affect the power supply voltageor operation; and (3) a short circuit on the track should not causetemporary dysfunction of the on-board system nor any permanent damage.

The generalized circuit in FIG. 23 may fail to meet some of theseconditions, depending on track conditions. Consider the state where P1and P4 are on, and P3 and P4 are off, which is intended to apply apositive V_(B) to TRK1 with respect to TRK2 under open circuit trackconditions.

FIG. 24 shows the resultant schematic 2400 where these ideal switchesare replaced by opens or shorts (e.g. P2 and P3 are replaced by an opencircuit and P1 connects V_(B) to TRK1 and P4 is replaced by a short toconnect the internal ground to TRK2, and also shorting out D4).

To indicate the different track conditions, a simulated power pack 2402is constructed having a resistor R_(T), batteries 2405, 2406, and aswitch 2407. The batteries 2405, 2406 represent track power VT duringthe on period of the track power duty cycle, which is assumed here to begreater than V_(B). If the switch is in position A, positive trackvoltage is applied to TRK1 with respect to TRK2. In position C, anegative track voltage is applied to TRK1 with respect toTRK2. Inposition B, no track power is applied, and instead the output of thepower pack is simply the load resistor R_(T) (2404). The resistor R_(T)is likely located in the MBA controller (1300, 1500) along with thedetection circuitry rather than in the power pack 100, but for thisdiscussion, the MBA and power pack are shown together.

During circuit operation, where C_(F) is fully charged, if the switch2407 is in the position B, a positive voltage V_(B) is applied to thedetector resistor R_(T) in the power pack. If the switch 2407 is inposition A, then the positive V_(T) volts that is applied to TRK1 withrespect to TRK2 will cause diode D9 to become reverse biased. No harm iscaused from this operation. However, if the switch 2407 is in positionC, then the negative V_(T) volts applied to TRK1 with respect to TRK2 isalso applied directly across diode D3 and may damage it. Where anegative V_(B) voltage is applied between TRK1 and TRK2, (P1 and P4 areoff, P3 and P2 are on), we get a similar result except that a positivetrack voltage (switch 2407 in position A) will damage diode D4. Inaddition, if a short circuit occurs in either state 1 or 2, the V_(B)generator is loaded, which will rapidly discharge the supply capacitorC_(F), as shown in FIG. 24. If TRK1 is connected to TRK2 via a shortcircuit, the cathode of D9 is drawn down to the internal circuit ground2303, which will generate the maximum current allowed by regulator 2301.This can be sufficiently large to discharge the C_(F) fast enough topower down the on-board microprocessor before the short circuitcondition is repaired, and may damage the regulator.

FIG. 25 displays a schematic of a bi-directional transmitter 2500 on aremote object using an on-board current source for transmission duringoff periods of the track voltage waveform. The schematic shows a morecomplete on-board system where a current source rather than a voltagesource is used for bi-directional communication. The bridge rectifier isthe same, but the power supply is more complex with two regulators 2501,2502 to achieve a high storage capacitance for operation at lowamplitude, power pack track voltages. The input filter capacitor C1 israted at maximum peak track voltage. The 5-volt linear regulator 2501serves to lower the voltage to a large filter capacitor C2 with a muchlower voltage rating. The second regulator 2502 reduces the voltage toabout 3.3 volts, suitable for the microprocessor 2503.

The current source generator is made up of two bi-polar current mirrors.The reference current I_(REF) is set up by a logical high microprocessoroutput at 2504 through resistor R1 and a diode-configured NPN transistorQ1 and mirrored by Q2. This current I_(REF) is reflected down by thediode-configured PNP transistor Q4, mirrored through Q5, and connectedto the track through protection diode D9. An assumption here is that thebase current errors are negligible for either the top or bottom mirrors(beta is high).

Although the input bridge and power supply in FIG. 25 is conceptuallysimilar to the generalized circuit in FIG. 23, FIG. 25 is drawn withrespect to how the on-board current source is loaded or affected by thepower pack 2402. Hence the rectifier diodes D1-D4 and track rails TRK1,TRK2 are shown located at the output of the on-board system. Asdescribed, the three position switch 2407 can connect to either apositive track voltage at position A, a negative track voltage atposition B, or a load resistor R_(T) (2404), located within the powerpack.

Transistor Q3 is used to short out rectifier diode D4 to allow theon-board bi-directional signal current I_(OUT) to return to the on-boardelectronic ground 2505. Q3 performs the same function as pass device P4in FIG. 23. Although this circuit has some of the same concernsexpressed in the discussion of FIG. 24, the physical limitations of thesaturated shorting transistor Q3 does obviate some of them.

FIGS. 26, 27, and 28 display the operation of the on-board currentsource of the bi-directional transmitter 2500 under the three powersupply states. FIG. 26 shows the transmitter 2500 in a state with switch2407 in position B. The track voltage is disconnected and the track isloaded only with resistor R_(T). Since the two batteries 2405, 2406 inFIG. 25 are not used, they are not shown. In addition, all the rectifierdiodes D1-D4 are reverse biased and left out of the drawing. This makesit easier to see that the output current I_(OUT) flows through R_(T),generating the bi-directional signal at the power pack and returningthrough saturated transistor Q3. The bi-directional signal voltagegenerated at R_(T) will be I_(OUT) times R_(T), but no larger than thevoltage compliance of the current source. In this case, it will be nogreater than 3.3 volts less the forward voltage V_(F) of D9 and less thesaturated voltage V_(SAT) of Q5, or about 2.3 volts.

Since Q3 is expected to sink I_(OUT), as a general engineering guide toensure saturation, one may chose a forced beta of 10 for this device2600. This would determine the size of R2.

FIG. 27 shows the transmitter 2500 in a state with switch 2407 inposition C. The power pack 2402 is applying a negative voltage VT toTRK1 with respect to TRK2. The approximate voltages at critical pointsare shown, assuming a typical voltage of 20 volts for VT. Under theseconditions, the cathode of D9 is pulled down to −0.7 volts, which causesno problem since the current is limited by I_(OUT) from the uppercurrent source. The collector of Q3 (2701) is at a high positivevoltage, which can be a problem since this device is taking currentβ*IB. This not only presents a problem with excess current and possibleheat, but this current is beta-dependent, which is unpredictable. Forinstance, if we assume a desired current transmission of 30 mA, then wewould want 3 mA of base current. If high beta spec for this NPN is 300,we have 900 mA. With 19.3 volts of collector voltage, this is over 17watts.

FIG. 28 shows the transmitter 2500 in a state with the switch 2407 inposition A. The power pack 2402 applies a positive voltage to TRK1 withrespect to TRK2. The approximate voltages at critical points are shown,assuming a typical voltage of 20 volts for VT. Under these conditions,D9 is reverse biased and Q5 is supplying no current. This presents noproblem except that Q5 is saturated, which may affect signaltransmission speed. The collector of Q3 is forced low, to about 0.7volts below the internal ground 2505. This also causes no problems tothe switching time of Q3.

FIG. 29 displays another embodiment 2900 of the bi-directionaltransmitter of FIG. 25 that prevents damage under certain track voltageconditions. The bi-directional transmitter 2900 may reduce the collectorcurrent in Q3. Here, Q3 is a current source made up of the samereference current IREF as the upper current source, but Q3 is shown astwice the size, which means it will mirror twice the reference currentI_(REF). Under the state where the power pack is in position C, Q3'scurrent will be limited to 2 times I_(REF). If I_(REF) is 30 mA, thetotal power is 0.06 times 19.3, or 1.15 watts, which is tolerable.

Under the state where the power pack 2402 is in position A, Q3 will besaturated. Under the state where the power pack 2402 is in position B,D4 is sourcing I_(REF) while Q3 is trying to sink 2 times I_(REF), whichwill saturate Q3.

All of the above circuits showing bi-polar current mirrors are bettersuited to an integrated circuit design where the devices are much bettermatched than off-the-shelf parts. However, there are otherimplementations of current source designs that will accomplish the samegoal. This circuit can also be implemented using MOSFET technology,which is a better choice for modern high-density, low-voltage logicdesigns. For analog or DCC bi-directional circuit design, the use ofcurrent sinks and current sources protects the bi-directionalcommunication circuit if track voltage should be impressed during thetransmission period. This is a greater problem with analog then with theNMRA digital command environment where it is much easier to guaranteethat track voltage is disconnected before bi-direction transmissiontakes place.

Another issue that separates the analog environment from the NMRAdigital command control environment is that the analog power signal isoften being constantly interrupted by its very nature. In the case of apulse drive or phase-modulated sine waves, the applied voltage is offfor a certain percentage of the 50/60 Hz time period except for perhapsat the highest setting. Even amplitude-modulated full-wave rectifiedsine waves are off at the zero crossing of the input sine wave. Theissue is to know when the track voltage from the power pack is zero andto provide this information to remote objects and signal detectors so asto allow transmission and reception of these digital signals.

FIG. 30 displays a block diagram 3000 of a bi-directional data receiver.From the DC power pack 3001, a variable output DC is connected totermination resistor 3002. Whenever the track voltage returns to zeroduring its duty cycle off period or during zero crossing of the input50/60 Hz sine waves, the termination resistor will registerbi-directional current pulses from a remote object connected to thetrack with voltage pulses that do not exceed the voltage compliancelimit of the on-board current generator. The voltage detector willmeasure all voltage variations on the track, including both the appliedtrack voltage and the bi-directional signals across the terminationresistor 3002. When the track voltage drops below a predetermined valuebased on the voltage compliance limit on the bi-directional currentsource, the voltage comparator 3004 enables the bi-directional signaldetector 3005 to monitor the voltage pulses across the terminationresistor 3002 as serial digital data from the remote object. This datais then sent via a serial port to a controller, such as an MBAcontroller 3006, where its microprocessor can use, analyze, display,and/or pass data 3007 to other digital systems, such as a personalcomputer or other digital appliances or accessories on the layout.

Note that if more than one remote object was transmitting, thebi-directional communication data stream would be corrupted. However, ifwe ensured that each on-board transmitter had the same voltagecompliance, then the sum of all the bi-directional signals would notexceed this compliance limit. Even though the data is corrupted, thetotal track voltage is not statistically changed over the bi-directionaltransmission of only one remote object. In addition, the on-boardbi-directional transmitter could also include a bi-directional receiver.This would allow remote objects to listen to another remote objecttransmitting bi-directional information.

FIG. 31 is a block diagram 3100 of a bi-directional receiver in a remoteobject having a simple on-board system. Here, the remote object 3101includes a voltage detector 3102, which communicates digitized voltagevalues to the voltage comparator 3103 and to the microprocessor 3104.The microprocessor 3104 in turn directs the actions of thebi-directional transmitter 3105 of current signals. In the case of anon-board receiver in a remote object, a termination resistor 3106 is notneeded because bi-directional voltage pulses are already being createdby the termination resistor within the controller 3107. Based on thevoltage measurements from voltage detectors 3102, the comparator 3103determines when the track voltage has dropped close to the presetvoltage compliance of current generators in remote objects, and enablesthe microprocessor 3104 to analyze the digitized voltage from thevoltage detector 3102. The information received may be from anotherremote object or from the same remote object 3101. If the latter, themeasurement of bi-directional information on the track verifies that itsown bi-directional current transmission has successfully reached thetermination resistor 3106. When the track voltage exceeds a presetvoltage peak value based on the compliance limit of current generators,the voltage comparator 3103 informs the microprocessor 3104, which stopsfurther processing of bi-directional digital signals.

The function of the voltage comparator 3103 can easily be included inthe microprocessor software and does not need to be included as aseparate piece of hardware. Also, since track voltage is often used toset on-board throttle, the voltage detector 3102 supplies digitizedthrottle information directly to the microprocessor 3104.

Note that the track voltage is changed by the addition of bi-directionalsignaling, which in turn may affect the setting of the on-boardthrottle, and hence the speed of a locomotive. To avoid thisinterference with the on-board throttle, the track voltage may becomputed only when the voltage comparator 3103 has disabledbi-directional detection, e.g. when bi-directional signals are not beingsent, or when the applied track voltage is above the voltage complianceof the bi-directional current sources.

In FIGS. 20, 21, and 22 are shown bi-directional signals as transmittingone bit per power off period. At 100/120 Hz pulse rate from many DCpower packs, the resulting 100/120 baud rate may be sufficient foranalog applications. For instance, the on-board system may continuallytransmit the locomotive's speed and ID number without being prompted. Ifthe locomotive is at rest, perhaps it continually transmits statusinformation (such as remaining quantities of simulated fuel and water,load value, type of throttle control, ID number) again without beingprompted by a digital signal from the controller. In program mode, wheredigital information is not required from the controller to select ormake changes to program values, the current settings and/or changescould be transmitted back as a consequence of the on-board system'sstate. This would also allow adding simple inexpensive receivers, suchas speedometers, to the power pack.

Indeed, if we limited the controller to only have speed informationtransmitted during the off period of the applied track voltage, we couldtransmit a variable analog current from the on-board bi-directionaltransmitter whose magnitude represents the scale speed of thelocomotive. This could be achieved by using a digital-to-analogconverter to drive the current reference setting resistor R1 in FIG. 29,with an output voltage proportional to speed, taking into account thediode drop of Q1.

However, if more information is required from the locomotive, digitaltransmission may be used. The amount of bi-directional data transmittedduring each normal off period of track voltage (called the gap) is notlimited to one bit. These time periods are long enough and thebi-directional transmitters on remote objects may be fast enough totransmit considerable data. In fact, the on-board transmitter could alsofunction as a DCC bi-directional transmitter when the remote object isoperating in DCC mode. It is not unreasonable to design systems withdata transfer rates in the kilobaud or low megabaud speeds.

FIG. 32 displays a DC power pack waveform envelop with dense high datarate digital signals shown being transmitted during off periods of thePWM-type power pack. After each track voltage pulse 3201, 3202, 3203,and 3204 drops to zero volts, data bit sequences, 3205, 3206, 3207, and3208 are transmitted. Each bi-directional data sequence is shown delayedby a predetermined time, Δt_(D), 3209, 3210, 3211, 3212, to allow thelayout track system to settle down from any noise-producing elements,such as inductive kicks, motor EMI (electromagnetic induction), etc. Theamplitude of each bi-directional data packet is indicated as thecompliance voltage, V_(C), of the bi-directional current generators inthe remote objects.

FIG. 33 displays an expansion of the off period of the track waveformdisplayed in FIG. 32, showing a frequency shift keying (FSK) methodbeing used to transmit bi-directional digital data. Use of FSK totransmit the bi-directional data is just one of many ways available todo so. Here, in lieu of a system clock, data may be transmitted asserial asynchronous bits using FSK data transmission, which is shown inan expansion of the time interval between DC track pulses 3201 and 3202.Bits are represented by the different pulse widths, where wide pulseshave are arbitrarily assigned as 0's and narrow pulses as 1's. In thiscase, the bi-directional data transmitted is the sixteen-bit word(“1,0,1,0,0,1,1,1,0,0,1,0,1,1,0,1”).

Bi-directional transmission in an analog environment has a considerationnot present under DCC operation, namely that the gap period where theapplied track voltage is off is variable depending on the throttlesetting. In particular, in FIG. 32, the gap is shorter between pulses3203 and 3204 due to an increase in duty cycle of the track power. Inthis example, the 16-bit bi-directional data packets 3205, 3206terminate before the next track voltage pulse occurs, but data packet3207 is still transmitting when the leading edge of pulse 3204 occurs.This is shown in more detail in FIG. 34, which is an expansion of thetime interval between DC track pulses 3203, 3204. The last zero 3401 ofthe 16-bit bi-directional data sequence for this interval(“0,1,0,1,0,1,0,0,0,1,1,1,1,1,1,0”) is abruptly terminated before it canfinish.

This character of the analog gap shrinking as the throttle duty cycleincreases may make it difficult to have a predicable time interval totransmit bi-directional data. Some power packs do not go completely to100% duty cycle, but even so, there is no standard that can be dependedon. We could arbitrarily choose some gap time and design for data withinthis gap. Choosing an arbitrary gap period would certainly work forbi-directional transmission at lower throttle settings. However, itwould also limit the amount of bi-directional data transmission that wecould achieve at slow and intermediate settings.

It would seem that the best gap choice would be the time interval forvariable amplitude full-wave rectified sine waves such as the exampleshown in FIG. 2B, where the gap 207 is defined by the bridge rectifierinsertion loss and the amplitude of the applied sine wave. Therefore,the formula for this gap period, Δt_(G), is given by${{\Delta\quad t_{G}} = {\frac{2}{\omega}{\sin^{- 1}\lbrack \frac{V_{F}}{A} \rbrack}}},$where ω is the radian frequency of the applied sine wave (377 rad/s fora 60 Hz sine wave), V_(F) is the insertion loss of the bridge rectifier,and A is the amplitude of applied sine wave (usually about 18 volts).For these values, Δt_(G) equals about 0.5 ms. Considering that areasonable delay time Δt_(D) is about 100 μs, this leaves only about 0.4ms for data transmission. Even at 100 Kbaud per second, this is about 40bits. This would be sufficient even with the extra error correction bitfor moderate data transmission.

We could also allow the bi-directional data to simply transmit until itis terminated by the raising edge of the next pulse. If we had abi-directional detector on-board the remote object as well as thebi-directional transmitter, the on-board system would know when the datawas being terminated. The on-board microprocessor could simply verifythe number of bits or words that were successfully transmitted duringthe gap, and provide this information to the controller during the nexttransmission. The transmission would carry on after the last successfulbit during the next gap. This would allow full use of the variable gaptime interval, and more information would be transmitted at low throttlesettings for pulse-type waveforms and phase-modulated sine waves thanfor variable-amplitude sine waves. In all cases, the amount of datatransmitted would be higher at low and intermediate throttle settings,which are the most common on model train layouts. This is not anunreasonable approach for bi-directional transmission where the type ofDC power pack waveform is not known and where different gaps may bepresent and vary by different amounts depending on power pack designs.

Another concern is how to chose which remote object would betransmitting. In DCC or analog systems where ID numbers are assigned,the remote object may be addressed and then requested to transmit anydesired bi-directional data. However, in analog, we may want to avoidthe complexity of selecting locomotives and data type and simply usepre-selected data types for each remote object (such as speed, fuel,etc.). For locomotives, analog does have the advantage of having onlyone train operating at a time on each block and hence we would onlyexpect one locomotive to be transmitting bi-directional communicationper power block. A locomotive may be enabled to send bi-directionalinformation in programming mode using any power pack. In addition,software could be included to prevent helper locomotives selected duringanalog programming or when making up a consist from transmittingbi-directional information. However, there could be other remote objectsconnected to the track besides locomotives, such as turnouts,accessories, and rolling stock with on-board sound and control systemsthat have useful data to transmit as well.

One may allow sequential data transmission where each operatinglocomotive or remote object would, in turn, transmit data duringsuccessive gaps. Once the last remote object transmitted, the firstremote object would transmit again during the next off period of trackvoltage, followed by the third and so on in a continuous selection ofremote objects in an endless loop. For instance, in FIG. 32, the firstpacket 3205 could be for a first remote object, followed by packet 3206for a second remote object, followed by 3207 for a third remote objectfollowed by packet 3208 for the first remote object again. Since eachremote object could transmit its ID number along with data, an automaticprocedure may be implemented to sequence the transmission of each remoteobject, in turn, that would not require the operator to be involved.

An area of model railroading where both direct and bi-directionalcommunication are used is in the operation of electronically andmechanically-equipped rolling stock. These so-called “operating cars” or“automatic cars” have been available in model trains for many years andadd considerable fun and variety to the play value of model trains.Generally, operating cars have been more popular in O'Gauge where thereis more interior room for a mechanical apparatus then in the smallergauges. The possibilities for operating cars are as varied as theprototype, and sometimes, the imagination for model train rolling stockgoes where no prototype train has ever gone before. In addition, somerolling stock will mimic the operation of the prototype but not performthe exact same function.

Some ways in which operating cars may be controlled include: (1) sidedump cars where the contents of an open bin car can be dumped at theside of the track; (2) log dump cars where the logs can be rolled offthe side of the car; (3) milk car where a miniature man moves large milkcaldrons from inside a refrigerator car to a platform; (4) barrel carwhere a miniature man pushes barrels from a gondola type car to aloading bin; (5) lumber car where a Hyster loader removes lumber from aflat car; (6) caboose with a smoke generator for the stove smoke stack;(7) stock car with animal sound effects, such that different cars havedifferent animal sounds, such as cows, pigs, sheep, etc. The animalsounds would respond to the speed or motion of the cars to become morealarmed or agitated or become more content if the car was stopped.Further ways to control operating cars include (8) in hopper cars, wherean internal view through the top hatches of the grain or other loadwould be seen to change as the simulated contents were emptied orfilled; (9) in Thomas the Tank™ passenger cars that can talk, and wherethe simulated eyes can move to specific directions; (10) simulatedpassenger silhouettes moving through passenger cars by animating theseactions on LDC displays inside the cars; (11) car load on fire, andrequiring firefighter simulation to put it out.

Some features are not specific to a particular type of car or load suchas a car that has operating coil couplers, or one that producessquealing brake sounds, etc. These are effects that any car may have. Ifmodern design can produce operating cars that are acceptable to seriousmodelers, a common set of “car features” should be standardized to allowoperating of these cars in a more prototypical and predicable way. Forinstance, each car may be equipped with a special feature, like mooingcow sounds, but all cars would have affects expected on any piece ofrolling stock. We are proposing an on-board electronic system to beinstalled in rolling stock (hereinafter “Rolling Quantum” or just “RQ”)that not only provides features common to all cars, but is expandable toallow customization of special features for specific “operating cars”.Rolling Quantum is similar to QSI®'s Quantum System installed inlocomotives, hereafter called “Loco Quantum” or just “LQ”. Both havesimilar system features such as hardware components, the same types ofsignaling, similar sound system, motor controllers, lighting operation,etc. The differences are the features and effects that are specific torolling stock. Rolling Quantum may have any number of the followinggeneric features and capabilities.

Speed and Motion: All Rolling Quantum will have a speed detector tomeasure real and scale speed, S, and for calculation of distance, D,traveled given by ∫S(t)dt, the progressive derivatives of speed, S,namely acceleration A=dS/dt, jerk J=dA/dt, and whip W=dJ/dt.

Track Voltage Detection: Just like Loco Quantum, Rolling Quantum mayhave detectors for track voltage to determine the analog throttlesetting, Type 1-3 signaling detection, bi-directional transmission anddetection, and DCC detectors.

Neutral State and Associated Sound and Mechanical Effects: In analog,Quantum-equipped locomotives enter a Neutral state when the voltage isbelow V-Start by a predetermined value and the speed is measured aszero. DCC has a similar condition of the throttle setting being at zeroand the speed being measured as zero. Having a speed detector on-boardrolling stock allows each car to have a Neutral state based on the sameconditions as Quantum-equipped locomotives. In Neutral, different carsounds may be activated, such as live stock quieting down, air releases,etc., as well as certain operational mechanical functions being enabledor disabled. For instance, a dump car could be disabled from dumping itsload, even under command, until it is stopped.

Grade and Sway Detection: While we can determine speed and calculateacceleration, jerk, and whip, this is only in the direction of motion ofthe car. Rolling Quantum could include inclinometer to indicate currentgrade conditions or possible derailment of a car, and/or a side-to-sidependulum-like detectors to measure lateral car sway and/or accelerometerto measure motion. With a bi-directional system in place, thisinformation could be used to control an operator's pneumatic chair toreproduce the bumps and movements of the model locomotive.

Trip Odometer and Total Mileage: The distance traveled would determinewhen a car need simulated or real maintenance and the proper time togive it a flat wheel sound or smoking hot box or other maintenancerelated effects.

Time Log: The time the car has been operating may also be logged. Thistime may be measured from when the car received fuel, ice, lubrication,or other variable that is consumed or changed over time. Total timesince the car began operation could also be logged to give an indicationof the car's age. A period of operation may be combined with the carsage to determine when real or simulated overhaul is due, or whenlubrication is due.

Signal Transmission from Car to Car: Bi-directional communicationbetween the locomotives and the cars, by itself, does not provideinformation about where within a train a particular car is located, orhow many cars are in a train, or which way individual cars are aligned.Progressive car detection and identification from car-to-cartransmission or track transceivers may provide each car with a positionnumber and direction and the last position number would indicate thenumber of cars. Car-to-car communication could be done in a variety ofways: (1) LED transceivers may be located at the end of each car anddirected towards each other, perhaps out of sight under a couplerpocket, or the like, or directly transmitted and received in the couplerpockets; (2) electrical connection through conductive railroad couplers,air hoses, or car collision dampeners making physical contact with eachother; (3) hard wiring from car to car using add-on connecting wiresthat connect from one to the other.

Power Connections from Car-to-Car: One of the biggest and mostpersistent problems in model railroading is electrical pickup from thetrack. Track and wheels can get dirty or an insulating chemical patinacan form on metal wheels to interfere with electrical contact. The bestcontacts tend to scrape or slip metal against metal such as a slidingshoe on the track rails since they tend to be self-cleaning. Wheels makepoor electrical pickups since they contact only over a small area andthere is no self-cleaning action except perhaps on locomotives wherethere can be some slippage on the rails, especially with heavy loads.Rolling stock has no such advantage. In addition, rolling stock usuallyhave fewer wheels in contact with the rails than locomotives that may beused for pickup and less weight pressing down that can help penetratethrough the dirt and oil on the rails. In addition, contacts from thewheels to the electronics also have a disadvantage for rolling stock.While these contacts are generally wiper type on an axle or on thewheel, care must be taken to minimize friction so that cars roll easily.Minimizing friction, of course, reduces the ability of these contacts toself-clean or to penetrate dirt and grime. One way to improve electricalcontact is to provide electrical connection from car-to-car. This wouldallow many more electrical connections and for long trains it wouldvirtually ensure reliable power to every car. This also applies tolocomotives where power may be drawn from other locomotives in theconsist from the rolling stock. Car-to-car connections may be done in anumber of ways, such as through (1) the couplers; (2) the air-hose; or(3) add-on wires being connected connecting from car-to-car, etc. Any ofthese methods should be implemented while simultaneously remaininggermane to the prototypical train look. If power may be connectedcar-to-car, then car-to-car communication may also use these sameconnections.

On-Board Electronic Memory: Rolling Quantum should contain read/writelong term memory (LTM) means that allow programming behavior parameterssuch as volume, ID numbers, etc., as well as car-related parameters suchas the real or simulated contents of the car, its value, its owner,point of departure and destination. Memory could also record the carsposition in the train (if known), or the amount of time since livestockhas been watered or the amount of ice remaining in older reefer cars, orthe amount of fuel remaining in mechanical reefers. Memory could also beprogrammed to record the name of the car's manufacturer, the build datefrom the side of the car, the car's serial number, and the owner's name,which would be useful in large club layouts.

Car Transceivers: In model railroading, like prototype railroading, itis important to have information about the cars identity, its contents,value, its owner, destination, and the real or simulated condition ofthe car and, of course, the location of the car on the layout. Some ofthis information could be transmitted via bi-directional communicationback to the controller, but it would need to be queried on a car-by-carbasis or the continual flow of such information from all cars couldoverburden the communication system. In particular, car location is notknown directly by the car.

“Car Transceivers” may be located under each car, perhaps at each end,to transmit information to “Track Transceivers” located in the track orat trackside. Information may include the car's status, ID number, etc.,which would also locate the car on the layout. Track Transceivers mayalso communicate to the car information about its location within thetrain, which may be stored in the Rolling Quantum's LTM, each car beinggiven progressive train location ID numbers as they pass the tracktransceivers. The last car and the trackside detector both know that itis the last car and how many cars were in the train.

These Track Transceivers may also transmit back to the car its measuredreal weight. This is a measurement that would be useful to know in ahump yard environment where the cars weight determines how much brakingmust be applied. An alternative to car transceivers to determine a car'slocation is to use a bar-code label under the car that could be read bya bar-code reader in a trackside detector. Present LED technology wouldbe favored for the Car Transceivers and Track Transceivers. A modulatedIR (infrared) carrier to transmit information may help to minimizeambient IR from sending false data.

Trackside Detection Reports: Even if many cars in a train are notequipped with Rolling Quantum, the trackside detector may still maintaina count of the total number of cars. If the last car is Rolling Quantumequipped, it may be reported of the total number of cars in the train,and any other information about hot-boxes, flat wheels, etc. Thisinformation may be sent to the controller directly by the tracksidedetector, or via bi-directional communication by the last car, which mayalso be received by the locomotives. This information may also becommunicated to the locomotive via the controller. This information maybe turned into a specific verbal detector message that could be heardfrom the locomotive, caboose, radio-equipped work cars, or at thecontrol center. Detector messages then report the problem type (flatwheel, hot box, etc.) and car number, and the number of cars in thetrain, etc. Because most verbal components of these messages are thesame, prototype detectors use individual recorded messages that arecombined into a full message depending on the needed content, and thendifferent verbal numbers, problem types, etc., are substituted into themessage as required. This same approach may be done at the controller orat the locomotive to be heard by the operator. Thus, even thoughdetector messages may be long and detailed, only one set of messagecomponents need to be stored.

Proximity Transmitters: The on-board car transceivers could also be usedfor turnout proximity detection. This is important when cars back upthrough turnouts. A car could be command to change a turnout to theright or left position. This command would be detected by a transceiverlocated at the lead track into the turnout, which would cause theturnout to respond.

Operating Couplers: A new coupler design could be installed on cars (orlocomotives) that allows a Rolling Quantum car to be uncoupled at eitherend from other cars under command. In addition, if cars are equippedwith car-to-car transceivers that detect when they were within proximityof each other, this may be transmitted via bi-directional transmissiondown the track to alert the operator to slow down. If the couplers alsoprovide information to the on-board microprocessor, this could tell theoperator when a successful coupling or uncoupling had occurred. Anycoupler operation would be accompanied by coupler sound effects such aslift-pin, knuckle opening, knuckle closing, air lines parting, air brakerelease, etc.

Magnetic Wand Operation: Rolling Quantum may use reed switches, Halleffect devices, etc., which would respond to the presence of a permanentmagnet (magnetic wand) placed near predetermined positions on the car toopen car couplers, change volume of the sound system, system shut downor start up the car (such as refrigeration motors in mechanicalreefers), cause the car to unload its contents, open hatches, etc.Alternately, an LED wand with on-board receiver could be used as well toperform these types of functions. The advantage of magnetic operation isthat the receiver may be located inside the car body and out of sightsuch as under the roof.

Drawbar Tension and Compression: Couplers could have strain gauges orother means to detect tension or compression in the drawbar to indicateif the car is being pushed or pulled and by how much.

Car Load Affects: The total number of cars and perhaps the totalsimulated weight from car-to-car transmission, trackside detectors,track transceivers, or drawbar tension and compression, could be used toadjust the simulated acceleration and braking (deceleration rates).

Real Braking Action: A method to apply real functional brakes that wouldact like the prototype is proposed. Prototype trains have two pneumaticbraking systems, one for the locomotive, and a second for the rollingstock. Both use air to activate the brakes. For the model, specificRolling Quantum equipped cars may have real brakes applied whenever abraking command is sent. This command is be progressive; that is, thelonger the command was sent, the more the brake pressure is applied. Ifthe command is stopped, the last braking value continues. To release thebrakes, a second “release brake” command is sent, which could also beprogressive. The longer the command is sent, the more the simulatedbrake pressure would decrease. Whenever rolling stock brakes aredecreased, the locomotive should produce air release sounds.

Squealing Brake Sound Effects: This may be based on a known signal fromthe operator that car brakes are being applied. The brake sounds couldbe automatic and speed dependent and stop when the car stops as detectedby the on-board speed detection. Squealing brake sounds may be presentregardless of whether there are real brakes or not. Squealing brakesounds may also be trigged by a direct command from the controller.

Safety Brakes: A safety design of modern prototype brake systemsrequires that brakes be applied when air pressure is reduced rather thanwhen it is increased. This ensures that if cars became disconnected fromthe locomotive, the common brake air lines would depressurize and all ofthe common air brakes would be applied automatically to stop the cars.Model railroading has the same problem that prototypes do on gradeswhere cars may become detected from the rest of the train, and startdown a long grade, picking up speed along the way until they derail. Ifno car-to-car communication is available, there is no indication thatthe cars have become uncoupled from the locomotive. However, each of theRolling Quantum cars will know what speed they are going. If thelocomotives are continually sending speed information, the cars candeduce that their speed is higher than the locomotives and in theopposite direction, and can apply brakes to stop the cars. Once the carsare stop and the locomotives recoupled, a command can be sent to releasethe car brakes.

Charging the Brake Lines: Prototype trains will need to charge the brakelines and the air reserves in each car before departing. Thepressurizing of the brake line makes a definite sound, similar to steamsounds in old radiator heaters in homes. A global command may remove allbrakes on all cars within a block or DCC power district. A command mayalso be used to release brakes on all Rolling Quantum cars that belongto a consist. Brakes may also be released from a command from thelocomotive that travels from car-to-car down the train.

Yard Action: Brakemen may release the brakes on prototype cars using ahand lever under the car to allow movement around the yard, such withoutrequiring connecting the brake lines to the switch locomotive. Thislever applies pressure from the air reserve on the car to the brakes.There could also be a similar method to release brakes on a car using ahandheld magnetic wand to activate a reed switch or apply a handheld LEDwand to the transceivers under the car. A second action of a wand mayreapply the brakes. One may also mimic the prototype operation bylimiting the number of times that brakes may be applied before the airreserve is consumed.

In the case where the brakes have been hand-released, the automaticmethod of applying brakes whenever a measurably higher difference inspeed between car and locomotive would be disabled. This would allow aswitcher locomotive to push cars off to sidings to coast to a stop.These types of movements may be accompanied by coupler crash soundswhenever cars are coupled or uncoupled and may not have the air-linerelease sound of parting air hoses.

Light Bulb Operation: Some prototype freight cars had lights. This iscertainly valuable for passenger cars and cabooses, and for specialeffects.

Curve Detection: On selected cars, Rolling Quantum will have a means todetect that a car is entering or in a curve. Freight cars may makedifferent sounds in curves and have different effects.

Squealing Flanges: This may play continual squealing sounds whenever acurve is detected. The sound may be randomly sequenced as described inQSI®'s '431 patent, titled “Non-Looped Continuous Sound by RandomSequencing of Digital Sound Records,” and be speed dependent. Squealingflanges may also be produced under direct command from the controller.

Smoke Generator: This may be part of the Rolling Quantum System becausethere are a number of applications where this may be useful.

Hot Box: Prototype bearings on car trucks may become hot if notlubricated properly or if defective, which will produce a lot of smokefrom the bearing box. The smoke generator on the model car could emitsmoke in the area around the truck or a particular wheel along withsquealing or grinding sounds to simulate this effect. In addition, thisaction could be timed to the last real or simulated maintenanceactivity. If a hot box were enabled, it would alert any tracksidedetector that the train passed through.

Hot brake effect: Smoke is emitted near wheels on both trucks tosimulate the burning off of brake pads under heavy braking. This couldbe automatic under the operation of the brakes described above, or underdirect command by the user. Lighting effects near the hot box couldsimulate a fire.

Burning Load: A smoke generator may be used to simulate that a load wason fire. On-board lighting may also add to this effect by simulating theflickering and varied light given off from a fire.

Clickity Clack Wheel Sounds: This is a common occurrence and is oftenheard after the locomotives have passed by and their dominate sounds fadaway in the distance. Clickity clack sounds may be speed dependent.These sounds may be on all the time or perhaps be triggered as thelocomotive passes over a highway grade crossing. If each car knew itsposition in the train, these sounds could be progressive such that eachcar would produce these sounds in turn and then fad away in thedistance. In other words, the n^(th) car would know that, based on whenthe command was sent and its value of speed, to wait until it wasapproaching the grade crossing to make these sounds and then to fad themout after it has passed by. An observer at trackside would experiencethe sounds. There could also be specific commands to trigger specialclickity-clack sound over turnouts or cross over tracks. Alternately, atrackside transmitter or transceiver may communicate to each of thecars' “Status Transceivers” in turn to trigger the Clickity-clack soundsas it approached the grade crossing and a second track side transmitterto turn off the Clickity-clack effect. The turn off or fad out could betimed-based on the speed of the car and when the effect was triggered.

Flat wheel: This is the continual thump-thump sound of a defectivewheel's flat area hitting the rails over and over. This is special kindof Clickity-clack sound and would be operated similarly. A flat wheeleffect may be enabled by a maintenance timeout setting in RollingQuantum. This may also alert any trackside detector that there was a carwith a flat wheel.

Rail Whine: This is an effect that increases in frequency and volumewith increased speed. Because this is a continuous sound, it would mostlikely be created as a Random Sequence Sound, as described in the '431patent.

Doppler Effect: This may be progressive and based on speed. When theDoppler command was pressed to trigger the Doppler effect at a specificlocation (called the “Doppler Trigger Location” or “DTL”), locomotivesin a consist may each display the effect, in turn, delayed by a certaintime based on its known speed to get to the DTL, followed by each cardelayed more and more to place it at the same DTL. The observerlistening to the train pass the DTL experiences each car passing infront of him going through the Doppler effect individually just like itdoes for the prototype. If the speed calculation is not exact, theobserver may experience the Doppler location with some randomness aroundthe DTL or a movement of the Doppler location gradually in eitherdirection around the DTL. This is based on the same concept asprogressive Clickity-clack described above. In fact, these two featureswould normally be combined. If a trackside transceiver triggered eachlocomotive and car in turn, then the DTL would be constant and known.

Progressive Slack Action: Slack action may also be progressive, fromcar-to-car. This may be based on detection of movement, or timed fromthe car knowing its position in the train or from when the couplers makecontact to each other, or from measurements of changes in drawbartension or compression detector. In the latter case, different soundsmay be generated depending on whether the cars are being pulled orbunched up. Coupler-to-coupler signaling through conductive couplers maywork well because compressed couplers may be designed to provide nosignal, or a different type of signal, while stretched couplers providesignals that the couplers have been pulled tight.

Car creaking and groan sound effects: Prototype cars respond with allkinds of creaking, clunking, bending, pops, and grinding sounds, thatresult from its motion on the track. Rolling Quantum could produce thesesounds as a function of speed, acceleration, jerk, whip, and/or from theoutput of any on-board accelerometers or motion detectors. These soundsmay also change during Doppler and progressive Doppler operations.

Reverb and Echo: These are sound effects that apply to both locomotivesand cars. Echo is apparent in areas where there are reflecting surfacesa long distance away, such as mountains, canyons, etc., while reverbapplies more in the city with building around or in tunnels and cuts.The same command that applies these features to Loco Quantum also applyto Rolling Quantum. However, for a moving train entering a cut, theseeffects could be progressive so a train entering a tunnel would start toecho one locomotive or car at a time. The same is true regarding turningoff echo or reverb when leaving a tunnel.

Car Serial Number Selection: Freight cars have long serial numbersprinted on the car side along with the build date, inside and outsidedimensions, total allowable load, etc. It might be useful to be able toselect cars by their serial numbers, either to operate an effect to geta status report of their car specifications or cargo. This is differentthan their train position ID, or consist ID, or even the car ID settingprogrammed by the user.

Coupler Operation on Uncoupling Track: On-board transceiver(s) may alloweither coupler to be opened or possibly closed by a transceiver in thetrack. Uncoupling is normally done with KD-type couplers by a magneticstrip in the center of the track that is used to attract theferromagnetic air hoses that open the coupler knuckles. For legacyissues, the transceiver in the track may be combined with the magnet toallow uncoupling of either KD-type or Quantum-type couplers. This alsofrees up the air hose under the Quantum coupler for another purposeother than magnetic uncoupling, or at least would allow it to look moredecorative and realistic looking than the KD design.

Radio Cab Chatter: Car-to-car transmission or bi-directionaltransmission may be used to produce simulated radio dialog between thecrew in the locomotive and the caboose crew, or other cars that maycontain crew with radios. Stored messages may be maintain in memory inRQ's and individual appropriate responses to radio communication may beheard in remotely located cars that are logical to the type ofcommunication, such as reports from the brakemen or conduction about thecondition of the train. For instance, the engineer's voice from thelocomotive's radio asking if there was a hot box on the train and theresponse from the caboose's radio would be the correct answer and so on.

Cargo Damage Estimate: Acceleration, jerk, and/or whip may allow themicroprocessor to determine how much damage was done to a simulatedload. Sound effects, such as crashing sounds, thumping, bellowinglivestock, etc., may be related to these variables.

Smell: An optional on-board atomizers to produce smells of differenttypes of loads, such as animals, grains, chemicals, lumber, cooking inthe caboose, Christmas trees, fruit, etc.

Local Positioning System receiver: A Global Positioning Systems (GPS)may be implemented within a model train layout. If a GPS system isinstalled, then each car or locomotive could know its precise locationon the track system. This information can be relayed back to the controlto shown a graphic of the train's position and movement on a simulatedtrack layout plan. Even if the cars accidentally broke away, this couldalso be shown graphically in real time.

On-board Battery Back-up: This would allow the rolling stock QuantumSystem to remain working even if track power is lost. This is anadvantage in three-rail AC powered trains where the track power isinterrupted to change the locomotive's directional state. In addition,sound so live stock, escaping air, creaks and groans could continue ifthe event of a derailment or short circuit on the track. We might alsospecify high value capacitors to do this job, which sometimes usesrechargeable battery technology to make these devices.

State Dependent RC Operation: This allows expanding the number of remotecontrol operations in excess of the limited number of remote controlsignals or commands available to the system as described in the '431 and'142 patents.

Expandable System: This includes motor drives, additional lighting,solenoid drives, UART, serial ports, etc., to remotemicroprocessor-based accessory boards, etc.

Downloadable Sounds and Software: Software and sound records could bedownloaded via the systems serial ports, down the track using DCC oranother communication standard, or using the Car-Transceivers from aTrack-Transceiver unit or some special program apparatus designed toutilize any of the systems communication ports. A special programapparatus may allow increased data transmission rate with lesselectrical noise than downloading information on the layout.

Take Control: Many features are automatic and occur as dependent statefeatures. That is, the features (such as directional lighting) or soundsmay be activated by the state of the locomotive. Features can also becontrolled directly by command. When a feature that is normallyautomatic is operated by user, and does not revert back to automaticbehavior, this is referred to as a “take control feature”. For instance,brake squeal may sound automatically whenever RQ or LQ remote objectsslow down. However, if the operator sends a command to produce thesqueal effect and if this is designated as a “take control feature,” theremote object will no longer make this sound automatically: the user hastaken control. There are a number of ways that automatic behavior may berestored. (1) A command may be sent restoring all (or just individual)features back to automatic. (2) The locomotive can enter a state likeNeutral that would restore some or all take control features; forinstance, the brake squeal may revert to automatic after enteringNeutral. (3) Automatic behavior of some or all take control features maybe restored when using other commands, such as the locomotive startcommand where it would make sense that a locomotive begins with allautomatic behaviors. (4) Automatic behavior for analog may occur with aninterruption of the track power.

The electronics also help to give the car weight. It may be possible tofactory install electronics in flat cars and perhaps the componentscould be placed and covered with decorative plastic to simulateunder-car detail.

FIG. 35 displays a block diagram of a Rolling Quantum (“RQ”) system, anon-board feature for general application in any remote object on alayout, but particularly suitable for rolling stock. The car isrepresented by it trucks, 3503, 3504 and the coupler-to-coupler-pocketassemblies 3501, 3502. Heavy connecting lines in this drawing representmultiple signals and arrows on lines represent the direction ofcommunication between elements. Connections to the track are shown asdouble arrows 3506, 3507, which represent both power connections andsignal transmission from RQ to the track, and from the track to RQ.Common track power and signals from all electrical pickups is shown asline 3505, which also applies to car-to-car connectors 3508, 3509.Although these connectors are shown as distinct from other apparatus,they may be combined with the coupler assemblies 3501, 3502, which wouldallow automatic car-to-car power connections when cars are coupledtogether.

Track Power is connected to a power supply 3510, which supplies stableelectronic power to the RQ system. This power supply can be as simple asa linear regulator design, or a more efficient switching regulator tosave power and provide higher internal voltage at low throttle settings.An optional battery backup 3511 may provide continuous power throughinterruptions in track voltage and can provide power to a low-powerclock IC (integrated circuit) to provide continuous real or fast timeinformation. To prevent unneeded battery discharge, battery backup 3511may contain circuitry to automatically disconnect from the power supplyafter a predetermined time period after the track power has beenremoved. In addition, battery backup 3511 may also be controlled by amicroprocessor 3512. The microprocessor 3512 may command the batterybackup 3511 to disconnect from the power supply 3510 after apredetermined time after track power has been removed, and could alsomonitor the battery's charge state and could also affect the chargerate. Additional items displayed in FIG. 35 will be discussed below.

FIG. 40 displays a schematic 4000 of a two-stage power supply used in“Quantum Loco,” which can also be used in Rolling Quantum. This issimilar to the power supply described in FIG. 25, but is drawn to moreclearly see its connection to track power. A full wave bridge made up ofdiodes D1-D4 convert track power supplied on rails TRK1 and TRK2 topositive +DC at node 4001, with respect to internal ground at node 4002.The voltage rating of a first filter capacitor C1 accepts the peakoperating track voltage between TRK1 and TRK2. The +5 volt regulator4003 supplies voltage to the second filter capacitor C2, and secondlinear regulator 4004, which supplies a steady 3.3 volts for the mainsystem microprocessor 4005 and other electronic components. Thesecomponents may include RAM, ROM, LTM, motor drives, battery back up,charging, shut-down circuitry, and other components requiring electronicpower in FIG. 39. These components are represented by box 4006.

The two-stage design allows C2 to have a much higher capacitive ratingand much lower voltage rating than C1 without requiring large physicalspace. This provides a robust 3.3 volt supply with reduced ripple foroperating at low track voltage and maintains stable power during briefinterruptions in power from poor track pickups, or opens or shorts thatmay occur from faulty track, turnouts, derailments, etc. Because oflarge currents required to charge capacitors C1 and C2 during initialpower up, microprocessor-controlled switches SW3, SW4 are opened bydefault to limit the current through resistors R1 and R2 until near fullcharge is obtained. Switches SW3, SW4 may also be independently andrapidly turned on and off via microprocessor 4005 to better control thecharge rate. Switches SW3, SW4 may be simple relays or most likely wouldbe electronic pass devices such as bi-polar transistors or FETS.Switches SW1, SW2 may be combined to one switch that connects betweenground 4002 and a common node for the negative terminals of C1 and C2.In this case, the two resistors R1 and R2 would be combined into onecurrent limiting resistor connected across the single switch.

The power supply circuit in FIG. 40 is designed to provide stablevoltage for DCC where the track voltage is constantly at a high value(14 to 40 volts depending on scale and power supply) and for Analogwhere the truck voltage may be reduced to low voltages in the 2-5 voltrange where it is difficult to generate sufficient voltage for on-boardelectronic circuits. Analog operation benefits from reducing insertionloss for various components to a minimum. Diodes D1-D4 may be Schottkytypes, which have forward turn-on voltages that are usually 0.3 voltsless than n-p diodes. The +5 volt and +3.3 volt regulators 4003, 4004may be low drop out (LDO) types. In addition, after power up, theswitches SW3, SW4 may short out the resistors R1, R2 to maintain thehighest charge on capacitors C1, C2, and thereby minimize ripple.

A number of issues and methods regarding connecting power fromcar-to-car are shown in FIG. 41 through FIG. 50. For railcars that useknuckle couplers, one may use the couplers to connect power betweencars.

FIG. 41 displays a diagram of a method of transmitting track power fromrailcar-to-railcar 4100 through the couplers on a three-rail trackcomprising outside rails 4101, 4102, and a center rail 4103. Three-railoperation usually has both outside rails electrically connected togetherwith power applied between the center rail 4103 and these two outsiderails 4101, 4102. Power pickups for locomotives or rolling stock aredone through multiple wheels 4104 to connect to the outside rails andthrough rollers 4105 to connect to the center rail 4103. Usually theoutside rails 4101, 4102 are connected directly to the railcar chassisthrough a conductive truck assembly 4106 and mounting studs 4107.Because there are usually many wheels 4104 making contact to the outsiderails 4101, 4102 (8 in this example) and much less for the center rail4103 (2 in this example), outside rail contact is usually much betterthan center rail contact. In order to improve power pickup to the centerrail 4103 when a number of such cars are coupled together, electricalconnections 4109 are shown from the center rail rollers 4105 toconductive couplers 4110, which are insulated from the outside rails4101, 4102.

FIG. 42 displays a diagram showing a similar method to that of FIG. 41of connecting power to railcar 4200 couplers for operation on a two-railtrack. Two-rail model train operation applies power between the tworails 4201, 4202, where rail 4201 is at a first potential and rail 4202is at a second potential. Two-rail trucks usually use wheels 4204 on oneside for pickup while wheels 4204 on the other side are insulated.Conductive wheels 4204 and axles 4108 ride on rail 4201 (firstpotential) while conductive wheels 4205 and axles 4209 ride on rail 4202(second potential), and the remaining wheels are electrically insulated.Power is transferred to pickup assemblies 4206, 4207 through conductivefingers (not shown) that ride on the axles 4208, 4209. In an attempt toconduct power from one car to another, adjacent conductive couplerassemblies 4210, 4211 may include wires 4212, 4213, respectively, formutual coupling with compatible assemblies 4210, 4211 of another car.

This method may not work, however, because when cars are coupledtogether, the potential of each cars' connecting coupler 4210, 4211 willbe opposite and a short circuit will occur. This is evident in FIG. 43where coupler 4211 is at the first potential and coupler 4210 is at thesecond potential. It does no good to rotate either car by 180° sinceboth the pickup positions and the couplers change position, and therewill still be a short circuit.

FIG. 44 displays a diagram showing how the short circuit condition inFIG. 43 may be partially obviated by using only one rail power pickup ineach rail car. One could simply choose one of the two rail potentialsand pass it along from car-to-car such as the common second potentialfor cars 4401, 4402. However, only one of the two required potentialsare conveyed from car-to-car. Since the power pickups are symmetric,there is no advantage of picking up one side rail pickup over the other.Even if many cars are connected together in this manner, the firstpotential pickup in any one car will only be from one side, which isonly two wheels in this example. The other disadvantage occurs if one ofthe cars is rotated by 180° as shown in FIG. 45, where car 4402 is shownrotated from car 4401. Because the pickups also rotate, the polarity ischanged from the first polarity to the second polarity, and the adjacentcouplers 4211, 4211′ in the two cars 4401, 4402 are shown as havingopposite polarity, which would also create a short circuit if connected.

FIG. 46 displays a diagram showing how coupler dampers of Europeanrailcars may be used to transmit power from railcar-to-railcar, whichrailcars 4701, 4702 have, respectively, coupler dampers 4602, 4603,4604, 4605 on either side of the couplers 4610, 4611. The dampersprovide cushioning during coupling and may also provide smoother andless damaging train startups and braking by minimizing the effects ofslack action. Because these dampers are spring-loaded they can bedesigned to ensure continual physical and electrical contact from car tocar. Here, the first potential is connected to dampers 4602, 4604 whilethe second potential is connected to 4603, 4605. There is no electricalconnection shown for couplers 4610, 4611.

FIG. 47 displays a diagram showing how cars equipped with electrifieddampers may transmit power from railcar-to-railcar without short circuitconditions, irrespective of car orientation. Two such cars 4701, 4702are shown that have the same potentials for adjacent dampers 4604, 4602′(first potential), and for adjacent dampers 4605, 4603′ (secondpotential). If one of the cars (4702) is rotated, both the damperschange sides, as well as do the pickups, so the potentials betweenadjacent car dampers will remain the same. If the car dampers connectwith each other and stay connected during operation, this method worksfor transferring power from car-to-car. In addition, because thecouplers are not used for power connections, they may be used to sendelectrical signals from car-to-car.

There are other connection methods to send power from car-to-car. Formodel passenger cars, the coupler may be used to conduct one polaritywhile the striker-plate on the passenger diaphragms at the end of eachcar could conduct a different polarity. On model freight cars, thecoupler may conduct one polarity while an electrical connection betweenthe decorative air hoses could conduct a second polarity. However,connecting air hoses may require intervention by the model trainoperator to do this operation by hand. The operator would likely preferthat simply coupling the cars together would automatically make reliableelectrical connections between cars. To do this, we need a coupler thatcan conduct more than one polarity to a second coupler.

FIG. 48 displays a coupler 4800 that has two electrical contacts toallow power to be transmitted from railcar-to-railcar. Note that thedarkened areas are non-conductive, insulation material. A knuckle 4801is connected electrically to a pocket lining 4802 (the first electricalcontact), which are both electrically connected to a first conductingwire 4805. Additionally, a first side conductor 4803 is electricallyconnected to a second, opposing side conductor 4804 (the secondelectrical contact), which are both electrically connected to a secondconducting wire 4806. A small insulating node 4807 at a free end of theknuckle 4801 prevents the knuckle 4801 from coming into contact witheither of the side conductors 4804, 4806 when the knuckle 4801 end isopen and the couplers mate (as shown in FIG. 49).

FIG. 49 displays two couplers 4800, 4800′ as displayed of FIG. 48,showing electrical connections between respective first and secondelectrical contacts where the couplers are in tension, e.g. being pulledaway from each other. More specifically, knuckles 4801, 4801′ come intomutual contact where the couplers 4800, 4800′ are tensioned apart.Simultaneously, opposing side conductors connect, so that side conductor4803 contacts 4804′, and side conductor 4804 contacts 4803′. These twosets of electrical connections provide positive and negative powerconnections, which are relayed car-to-car down the track.

FIG. 50 displays the two couplers 4800, 4800′ similarly as displayed inFIG. 49, but now in a state of compression, e.g. being pushed towardeach other. Here, the knuckle 4801, 4801′ of each coupler 4800, 4800′contacts the respective pocket linings 4802′, 4802 of the other, therebystill completing the needed first electrical power connection.Simultaneously, opposing side conductors connect, so that side conductor4803 contacts 4804′, and side conductor 4804 contacts 4803′, therebyalso completing the second electrical power connection.

The first electrical connection, however, may lose contact when thecouplers 4800, 4800′ are connected, but the knuckles 4801, 4801′ arefree-moving in the coupler pocket. That is, when the couplers 4800,4800′ and knuckles 4801, 4801′ are neither in tension nor compression,as displayed in FIG. 51. This condition is not common for model trains,but may occur when locomotives are decelerating slowly and the cars tendto “catch up” with each other, leaving slack in some couplers. To theextent slack conditions exist during operation, if data signals are sentthrough couplers 4800, 4800′ from car-to-car down the track, then thedata transfer rates are slowed accordingly.

FIG. 52 displays an improvement in the coupler 4800 of FIG. 48, where aspring-loaded pin helps ensure electrical contact between couplers inslack. Discussing one of the two couplers 5200, 5200′, the knuckle 5201is shown in an open position. The knuckle 5201 comprises three elements:a rounded conductor 5201, an insulator 5202, and a flat conductor 5207.A plunger 5208 includes an electrical conductor, which electricallyconnects to the flat conductor 5207 (the first electrical connection),and both of which electrically connect to conducting wire 5205. Thefirst and second side conductors 5203, 5204 are electrically connected(the second electrical connection) (as the conductors 4803, 4804 of FIG.48), which both electrically connect to conducting wire 5206. Theplunger 5208 also includes a spring (not shown) internal to the coupler5200 to bias against the knuckle 5201′ of another coupler 5200′.

FIG. 53 shows two improved couplers 5200, 5200′ having plungers 5208,5208′ that now push (with these internal springs) their respectiveknuckles 5201, 5201′ together, and prevent the creation ofnon-conductive gaps within the pockets of the respective couplers 5200,5200′. So long as the train is not under too great a compression so asto over the plunger spring force, the plungers 5208, 5208′ should keepthe couplers 5200, 5200′ firmly coupled together, thus improving datatransfer rates of car-to-car data communication. The first electricalconnection is complete through contacts of the respective depressedplungers 5208, 5208′ and rounded conductors 5201′, 5201. Simultaneously,opposing side conductors connect, so that side conductor 5203 contacts5204′, and 5204 contacts 5203′, thereby also completing the secondelectrical power connection.

Although the plungers 5200, 5200′ are shown extended when the knuckle5201, 5201′ is open, the plungers 5200, 5200′ could be designed to be apart of the coupler latching mechanism and automatically appear when thecouplers 5200, 5200′ lock in the closed position. The plunger springdoes not need to be super strong. The spring may be just strong enoughto make electrical contact, but may be weak to the point of providingflexibility to preserve slack action of the cars. Also, the stress gaugedescribed below and shown in FIG. 38, will provide some longitudinalmotion as well. The coupler mechanism may also be designed to preventthe plungers 5208, 5208′ from extending until a command signal enablesthem, leaving slack action effects until the train starts moving.However, the mechanical coupling between cars may become more reliablefrom the spring-loaded plunger 5208, 5208′, thus preventing slackaction.

Rail cars with KD-type couplers are more prone to accidentallydisconnect when the cars try to “catch up” to the locomotive speed andcouplers on various cars are compressed together. This most often occurswhile the train is going down a grade at slow speed. Since these typesof couplers tend to push the knuckles open in compression, certain carscan disconnect when the locomotives speed up or any other action causesthe couplers to change from compression to tension.

Conductive couplers like those shown in FIGS. 48 and 52 may be used toconduct power from both car pickups in each rail car to couplers asshown in FIG. 54. Cars 5500, 5500′ facing the same way may be connectedtogether to provide power from car-to-car, as shown in FIG. 55. However,if one car 5500′ is facing the other direction, the conductive areas onthe couplers change polarity and there is a short circuit condition ifthe cars should couple as shown in FIG. 56. Here it can be seen that theknuckle 4801′ of car 5500′ will contact the knuckle 4801 of car 5500.While the technique of using a two-conductor coupler design does solvethe problem of supplying both polarities, it does not solve the problemof short circuits when cars are not all facing the same direction. Onesolution is to not transfer track power from car-to-car, but to supplyinternal electronic power, which is immune to track polarity.

FIG. 57 displays a schematic 5700 of an on-board electronic power supplyand transmission system to convey electronic power and data fromrailcar-to-railcar. Displayed is a simplified Rolling Quantum Systemplus a means to not only supply power from car-to-car, but also a meansto send digital communication from car-to-car. The internal power supplyis a simplified version of the power supply described in FIG. 40, forsimplified discussion. The in-rush current limiting circuits comprisingR1, R2, SW3, and SW4 in FIG. 40 are replaced by short circuits and theground return lines on the +5 and +3.3 volt regulators have been leftout. All electronic components are grouped into the microprocessor 5704of FIG. 57. The power that is passed on from car-to-car is the +5 voltsupply and internal ground 5701.

FIG. 58 displays the schematic 5700 of FIG. 57 on-board a model railcar.Here, the track power from each pickup is connected to the inputs of thebridge rectifier at 5801, 5802. In this case, the internal ground 5803is connected to the conductors of the second electrical contact on bothcouplers. The T connection of switch SW1 is connected to the firstelectrical contact of one coupler 5810, and the T connection of switchSW2 is connected to the first electrical contact of the other coupler5810′. It would make no difference if this car was turned 180° withrespect to other cars other than the switch connections for SW1 and SW2would exchange positions.

FIG. 59 displays a schematic 5900 showing a series of cars on a two-railpowered track connected together to transmit both power and data.Schematic 5900 is a three car segment of a train centered at car “n”with car “n−1” to the left and car “n+1” to the right. Car “n” is facingbackwards in this figure. The only difference in the schematic of car“n” is labeling, the changes being apparent as displayed. While some ofthe circuit components are relocated, the circuit of car n isfunctionally the same as the circuit in car “n−1” or car “n+1”.

Referring again to FIG. 57, when SW1 and SW2 are in the T position, the+5 volt supply is available to any other car that is electricallyconnected to the +5 lines 5702, 5703 and internal ground 5701. Wheneither switch SW1 or SW2 is in the L position, any data in the form of+5 volts or zero volts may be detected by microprocessor inputs 5705,5706. When data is to be transmitted to another car, then themicroprocessor-controlled switches SW1 or SW2 can be switched betweenthe L and T position at a predetermined rate and time intervals to sendout either PSK or FSK outputs on line 5702 or 5703. Any car that is onan open line that has the appropriate switch SW1 or SW2 in the Lposition can listen to these transmissions. A line is open through a carif both SW1 and SW2 switches are closed. If all cars have these switchesclosed except for the last car, then the locomotive may talk to thislast car down the entire length of the train. The switches SW1, SW2 areshown as single-pole, single-throw mechanical types but may be fast passdevices under microprocessor control to ensure the fastest data ratepossible.

Referring again to FIG. 59, SW2 of car “n” is open in the listeningposition, L. If the microprocessor in car “n−1” is turning on and offswitch SW2, then each time it closes, +5 volts are applied to line 5002,which applies +5 volts to the microprocessor input 5905 in car “n,” andeach time it opens, zero voltage is applied to input 5905. If weconsider +5 volts a logic “1” and zero volts a logic “0,” the digitaldata may be sent from car n−1 to car n at a very rapid rate. If car nwishes to talk to car n+m, then it all intervening cars, n+1 throughm−1, need to have switches SW1, SW2 in the T position, and car M has theswitch connecting to car m−1 in the L position.

It is interesting to design car-to-car transmission protocols for trainsmade up completely of RQ systems. The first task may be to store theposition of each car of the train in its own LTM. Until this isaccomplished, how would any car know which car is talking to it orwhether it is the designated recipient of a message? Each car shouldalso know which way it is facing in order to determine if a message isarriving from up-stream (towards the head-end locomotives) or fromdown-stream (toward the caboose or end of the train). Fortunately, eachcar can sense the track voltage. If during the calibration oridentification process, a known voltage polarity was applied to thetrack, each car can determine its direction with respect to the front ofthe train.

For instance, if an analog track voltage was applied that would make thetrain move forward, then each car that measured a negative voltage wouldknow it is facing backwards and would know which of the two switchesSW1, SW2 should be opened to listen to up-stream messages or down-streammessages. The first command during the calibration and ID protocol is tosend a track command to open all SW1 and SW2 switches to the listenposition. The locomotive then sends the first message to the first carannouncing that it is the locomotive. The first car gives itself an IDof 1, and then closes both the up steam and down-stream switches andtells the next car it is car 1. This informs the locomotive that themessage was received and that there is a car 1 present. Car 1 then opensboth switches and car 2 performs the same operation as car 1. The secondcar gives itself ID 2, and closes both up-stream and down-streamswitches and tells both car 1 and car 3 that it is car 2. This informscar 1 that the message was received and that there is a car 2. Car 2then opens both switches and car 3 performs the same operation as car 2.

This procedure may continue until all cars give themselves consecutiveID numbers. When the last car does not get a response from the next carwith its ID number, the last car knows that the end of the train hadbeen reached and how many cars are in the train. The last car may thensend this message back up-stream to the locomotive. At this point, allswitches would be in the closed position T except for the first carswitch connected to the locomotive. This allows all cars in the train tohave shared internal power supplies to increase the trains pickup andreliability. However, idle packets or a series of digital 1's may becontinually sent down-stream from one car to the next to keep thechannels open. This means that every up steam switch is in the Lposition and every down-stream switch continually sends data. If a carwanted to send a message up-stream, it could close its up-stream switch.The next up-stream car detects a constant +5 volts on the connectingline, and then changes its switch position to L to receive this message,which would then continue up-stream from car-to-car.

Once all cars have ID numbers, it is possible for the locomotive,caboose, or any car to address any other car with a message. It is alsopossible to know that a car was unresponsive and maybe has a connectionproblem. In addition, simple aftermarket conductive coupler kits may besold to upgrade older cars or locomotives that do not have RQ to allallow messages to be transmitted through these cars. This only requiresreplacing the existing coupler and connecting the couplers together witha wire pair. Coupler kits may also include a small electronics board toallow older cars to have ID's and to transmit data. This does notrequire older cars to have powered trucks since power may be suppliedfrom up-stream or down-stream cars that are RQ equipped.

Referring again to FIG. 35, the RQ design comprises the microprocessor3512, an EEPROM 3513 (non-volatile memory), read/write Long-Term Memory(“LTM”) 3514, and a system expansion 3515. The microprocessor 3512 isalso connected to a sound locomotive 3516, which digitally processessounds stored in EEPROM 3513. The microprocessor 3512 also containshardware and/or software to process Analog and DCC signals. Becausethese digital or analog signals are combined with the applied trackvoltage on line 3505, they are first processed by a signal conditioner3517, to provide signals suitable for microprocessor 3512 inputs.Conditioned signals may be in the form of asynchronous digitalinformation, such as FSK or PSK format, or may be analog signals oranalog signals with impressed digital information or synchronous datatimed to pulses on the track or transmitted by other means. In mostcases, the microprocessor's analog-to-digital converters (“ADCs”) areused to analyze these signals, but could contain hardware to detect DCCor other specific types of digital or analog signaling. For some analogsignals, the actual voltage and/or waveforms are important, such asdetermining any polarity reversals for detecting Type 1, 2, or 3signaling, throttle setting, or when a Neutral state would be entered.Microprocessor 3512 may also contain ROM (such as MROM) for rewritingthe system EEPROM 3513 directly from signals impressed on the track orfrom data supplied from system expansion 3515. Without hard-coded ROM inthe microprocessor 3512 to perform this function, instructions mustfirst be loaded into the microprocessor RAM from the system EEPROM 3513before the EEPROM 3513 is erased and rewritten with new data.

The system expansion 3515 allows RQ to be customized for different typesof rolling stock and effects. This box is shown with PWM outputs forcontrolling analog effects as well as motor control outputs forcontrolling mechanical effects, and a serial bus to control othermicroprocessor or digitally-controlled appliances or accessories, andfor receiving information and passing it back to the microprocessor 3512from these items. In addition, the serial ports allow the EEPROM (suchas flash) to be programmed on-board through an external connection to acomputer.

A digital sound locomotive 3516 provides separate sound channelsallowing polyphonic combinations of the independently recorded sounds.These sounds may be individually or collectively processed to add reverband echo effects 3518 before being sent to audio amplifier 3519 andspeaker 3520. The sound locomotive 3516 is shown as a separate piece ofhardware, but may actually be part of the microprocessor or digitalsignal processing integrated circuit programming.

RQ includes a bi-directional transceiver 3521, which is controlled bythe microprocessor 3512 to impress digital or analog signals on line3505, to apply bi-directional information directly to the track.Transceiver 3521 may also receive bi-directional information directlyfrom track and condition these signals to be applied to microprocessor3512 inputs.

Multiple coupler assemblies 3501, 3502 are also controlled by themicroprocessor through lines 3522, 3523. If coupler assemblies 3501,3502 contain means for opening and/or closing the couplers, thisfunction may be controlled and monitored by the microprocessor 3512 asindicated by coupler drivers 3524, 3525 and signal lines 3522, 3523.Coupler assemblies 3501, 3502 are shown containing car transceivers3526, 3527, which can communicate with stationary track transceivers3528, 3529, which are connected to main layout control or localstationary accessories, such as turnouts, car loaders/unloaders,trackside detectors and local power control units. As the car containinga car transceiver 3526, 3527 passes over a track section with tracktransceivers 3528, 3529, bi-directional communication may commencebetween a track transceiver 3528, 3529 and the on-board car transceivers3526, 3527 whenever these two transceivers are within sufficientproximity of each other.

Additionally, transceivers like 3526, 3527 may communicate fromcar-to-car, whenever two cars are in sufficient proximity of each other,such as being coupled together. This allows bi-directional communicationfrom car-to-car down the entire length of the train, includinglocomotive(s). The car transceivers 3526, 3527 may also be designed todetect the distance between itself and the next car, and the speed ofapproach or withdrawal to help the operator determine the best throttleor speed setting to operate his train when direct vision is impaired orwhen the train or locomotive(s) are under computer control duringswitching and yard operation.

A transmitting wand may also be placed under or near car transceivers,3526, 3527, to allow selected cars to be uncoupled from each other. Thecar transceivers 3526, 3527 need not be located on the coupler pocketsas shown, but may be mounted somewhere on the car to allow transmissionto track transceivers 3526, 3527 and the next car. For instance, it maybe useful to mount car transceivers 3526, 3527 on the coupler body tohelp shield the car transceivers 3526, 3527 from ambient light.

Car transceivers 3526, 3527 may also be used as a means to download newsounds and software to the RQ, either using track transceivers 3526,3527 or a special program apparatus that would communicate directly tothe car transceiver 3526, 3527 at a higher data rate. Of course,software or sounds may also be downloaded via the track using DCC. Thebi-directional system may help to confirm the download of data.Downloading data using Type 1, 2, or 3 signaling may also be used, butthis is generally too slow for large data transfer.

However, any of the communication standards described for RQ and LQcould be used to turn on software features that were disabled at thefactory. For instance, features that are protected by copyright,patents, or legal agreement, e.g. that may require a royalty, could beturned on by using special codes, which could be short enough that theycould be transmitted even by Type 1 signaling. With the number ofpatents being generated in model railroading, the ability to upgrade thesystem by the customer after payment of the appropriate fees is becomingmore of an issue. The problem with a single codeword to upgrade is thatonce one person knew it, it could easily be passed on to others withoutthe necessary fee payment. A way to avoid this is to have a specialalgorithm in the software to generates a random upgrade number and itsunlock codeword whenever the system is queried for this feature. Whilethe random upgrade number would be available to the operator, the unlockcodeword would not. The customer would have to submit the upgrade numberto the appropriate dealer, who after securing payment, would provide thecodeword to the customer to install in his locomotive. Once the systemrecognizes that the installed codeword matches the codeword generated bythe Quantum System, the special upgraded features or sounds or softwarewould be enabled. To prevent the customer from trying a series ofcodewords to try and find the correct one, Quantum generates a newrandom upgrade number and codeword each time the system was queried. Asix digit random number and codeword would provide 1,000,000 to 1 oddsof guessing the correct codeword by chance. Although Type 1 signalingcould be used, it would be slow; either DCC or Type 3 signaling would befaster, or perhaps direct programming from an external computer througha Quantum serial port or special programming apparatus.

Bi-directional information between the microprocessor 3512 to the cartransceivers 3526, 3527, is through control lines 3530, 3531. Couplerassemblies 3501, 3502 could also contain a measuring apparatus todetermine drawbar tension and compression and convey this informationdirectly to the microprocessor through lines 3530, 3531. There are manyways to design a compression/tension (strain gauge) device.

FIG. 36 displays a coupler design showing a method to measure drawbartension and compression using optical means. FIG. 37 is a crosssectional drawing of the coupler of FIG. 36 showing details of movingthe drawbar shaft. Coupler 3600 is connected to cylindrical shaft 3601with attached spring stops 3604, 3605. Coupler shaft support 3602 isattached to coupler draft box 3603, which is mounted to the car body.The coupler shaft 3601 can move horizontally though a circular hole in akeyed coupler shaft support 3602 where a groove 3615 prevents thecoupler shaft 3601 from turning.

This assembly is evident in FIG. 37, where coupler shaft groove 3615 isseen cut into coupler shaft 3601. The coupler shaft support 3602 isshown with projection 3702, which fits into the groove 3615, whichallows motion down the length of the coupler shaft 3601, but preventsthe shaft 3601 from rotating. Also displayed are rotating mounting studs3617, 3617′ above and below the support shaft 3602 to allow the coupler3600 to pivot from side-to-side. In FIG. 36, springs 3613, 3614 restrainthe coupler shaft by providing a return force to a central position ifthe coupler is moved horizontally front-to-back or back-to-front. Theshaft 3601 moves in or out to varying amounts depending on thehorizontal compression or tension force on coupler 3600.

Optical detector 3606 is shown mounted to the bottom surface of thedraft box, having a source 3607 and receiver 3608. Optical source 3607is partially blocked by an optical barrier 3609, which is shown moreclearly in the cross sectional view. The optical barrier 3609 is taperedso that more light is occluded when the shaft 3601 moves to the rightand less light is occluded when the shaft 3601 moves to the left. Thisaffects the amount of light detected by optical receiver 3608, which isa monotonic function of the coupler shaft position. Although opticalreceivers may be non-linear, the functional dependence may be calibratedand curve correction factors stored in Quantum memory to linearize thereceiver output as a function of horizontal position. In addition, theshape of optical barrier 3609 may be changed to help linearize theresponse. If the side-to-side pivoting motion is excessive, the opticalsource 3607 and receiver 3608 may be positioned at a greater distancefrom each other to allow more lateral motion of optical shield 3609. Theoptical detector 3806 may be mounted by bracket to the coupler shaftsupport 3602 to allow the optical detector 3606 to move from side toside, as well as and to stay centrally positioned between the source3607 and the receiver 3608.

It is possible to use only one spring in the above design in oneembodiment, in which the spring is attached at both ends. For instance,if only spring 3614 was used (spring 3613 excluded), then spring 3614would be attached to spring stop 3604 and coupler shaft support 3602. Inaddition, the spring constant for spring 3614 would need to be doubledto equal the combined force of spring 3613 and spring 3614.

The above strain gauge is an example of how one might design a means todetect compression and tension in a model train coupler. It has theadvantage of providing a cushioned response whenever cars crash togetherduring the coupling process, and helps prevent derailments or damage tothe cars or couplers. Under compression, the shaft 3601 moves to theright, which registers that a coupling has occurred (or has beenattempted), which may be accompanied by coupler crash sounds.Conversely, if shaft 3601 moved suddenly to the left under tension, thiswould be accompanied by a coupler slack action sound. The sound volumefor these effects may be proportional to the amount of compression ortension since these sounds may occur for a train that is already coupledbut less likely to generate the same degree of motion in the shaft 3601.This implementation allows the sound and control through the coupler3600 to remain as germane as possible to the prototype.

Commercial of-the-shelf electronic strain gauges may also be used aslong as they are sensitive enough to register the small forces in modelrailroading and small enough to fit into the coupler draft box 3603.

Truck 3503 shows supplying speed information to speed detector 3532,which passes this information on to the microprocessor 3512 through line3533. Speed information may be obtained through a drum around one of thetruck axles with alternating bands of white and black stripes (a timingtape) with an optical transmitter/receiver. In the alternative, magnetsmay be attached to a truck axle or wheel and a “Hall Effect” device maybe used to detect the presence of the magnetic field as the wheel turns,or a small stationary generator (or winding) may surround a magnetizedaxle to read Back EMF (“BEMF”) that is generated when the axle turns.These are but a couple of examples of detecting and transmitting a speedreading.

FIG. 38 displays a truck design 3800 for rolling stock to measure thespeed of a car using an optical transceiver 3801 and a rotating drum3809 with dark and white stripes. For clarity, only the wheels 3802,3803, 3804, 3805, axles 3806, 3807, pickup assembly 3808, drum 3809,truck pivotal mounting stud 3813, and axle insulators 3814, 3815 areshown. The axle insulators 3814, 3815 prevent electrical connectionbetween wheels 3802 and 3804 and between wheels 3803 and 3805.Therefore, electrical pickup is only from wheel 3802 through axle 3806to pickup assembly 3808 and wheel 3803 through axle 3807 to pickupassembly 3808. Wheels 3804, 3805 do not conduct electricity to pickupassembly 3808. Other parts such as truck side frames and axle supportsor bushings are not shown. The drum 3809 is mounted on axle 3806, whichturns with wheels 3802, 3804 as the car moves. Optical transceiver 3801contains a lamp 3810, which directs light towards the drum 3809 anddetector a 3811, which receives the reflected light from the drum 3809.When the drum 3809 rotates, more light is reflected from the lighterstrips than the dark stripes, and this information is sent to themicroprocessor 3512 (FIG. 35). The microprocessor 3512 may thendetermine the car's speed by counting the number of incidences of lightstripes (or dark stripes) over a predetermined time interval, and thenby calculating the scale speed of the car, based on the number ofstripes on the drum and the scale diameter of wheels 3802 or 3804.

In the alternative, if the contrast between stripes is high, themicroprocessor 3512 may accurately determine the time it takes for asingle stripe to pass and calculate the scale speed. This method may notbe as accurate, but it does give faster reports on speed. In order toachieve higher contrast between light and dark areas of the drum 3809,it may be constructed as shown in FIG. 39.

FIG. 39 is a side view of the rotating drum 3809. In this case, insteadof dark stripes, there are openings 3901 in the drum 3809 over internalcavities 3902. The interior of each cavity 3902 is colored black toabsorb any light that passes through the opening 3901. Outer surfaces3903 of the drum 3909 comprise a highly reflective material to increasecontrast even further. Although the drum 3809, as displayed, compriseonly four reflective bands, there may be any number of bands, dependingon the resolution of the optical transceiver 3801.

The optical transceiver 3801 may either be mounted on the truck 3800, ormay be mounted under the car body (not shown), provided the transceiver3801 is still close enough to make a good optical contact with the drum3809. When mounted under the car body, there is no additional wiringthat needs to be supplied to the moving truck 3800. However, if thetransceiver 3801 is mounted under the car body, the light is not alwaysdirected at right angles to the surface 3903 of the drum 3809 as thetruck 3800 rotates around a center mount 3812 during negotiation of acurve by the train car.

FIG. 38 also shows a light shield 3813 mounted on the far end the truck3800. This light shield extends vertically up towards the car chassisand down towards the track. The light shield 3813 serves two purposes:(1) it blocks visual eye contact to the drum 3809 when viewing the carat track level, and (2) it reduces ambient light that can interfere withthe detection of reflected light. The light shield 3813 may be mountedto the truck 3800 to allow it to move with the truck 3800 as the truck3800 pivots on stud 3812 to negotiate curves.

Truck 3503 in FIG. 35 also shows a curve detector 3534 having an opticaltransceiver that reflects light from a reflecting surface 3535, which isattached to the truck central pivot mount 3612. As the truck 3503 turnsin either direction, the mirror 3535 also turns, causing the light fromdetector 3534 to not reflect directly back to the optical receiver. Theloss of this signal indicates that the truck 3503 has rotated, inferringthat the car (which includes the truck 3503) has entered a curve. Thecurve detector 3534 may also include additional optical receivers toindicate in which direction the truck rotates, and by how many degrees.Other detection means besides optical may be used to detect that thetruck 3503 has rotated.

The second truck 3504 may also be equipped with a similar apparatus.Turning information from the two trucks 3503, 3504 may allow the RQ todetermine if the car is in an S-curve or a normal curve, and what radiuscurve it is on. This may change the recorded sounds used for squealingflanges because tighter curves may cause a greater squealing effect.Knowing the degree of truck rotation may also indicate a derailment, andthe RQ could produce appropriate crashing or derailment sound effects.

Brakes 3538 are shown being controlled by the microprocessor 3512. Thisis a bi-directional line with information about the braking conditionsupplied to the microprocessor 3512, such as how much braking is beingapplied. Additional information about the amount of braking may also bededuced by the differences in the tension and compression readings fromthe coupler assemblies, 3501, 3502. The braking force is applied throughdrivers 3539, 3540 directly to the trucks 3503, 3504, thus stopping thetrain car.

There are a number of ways that brakes may be applied. One way is to usethe same apparatus for detecting speed by BEMF as described above. Inthis case, a load resistor may be applied to the output of the speeddetector, which would allow the speed detector to act as a generator.The amount of the load and the speed of the car determine the amount ofbraking. Back EMF braking, however, is only effective at higher speeds.It has much less effect at slow speeds, and has no effect when the caris not moving. To improve BEMF braking, one could add the application ofcurrent to the stationary winding to produce a magnetic force inopposition of the internal magnet on the axles, thereby slowing the car.This method still has the problem that when the track is unpowered, thebrakes are off. Cars sitting on sidings could roll away and possiblyderail or cause damage when the layout power was shut off.

Not all cars in a model train need brakes since the amount of weight andmomentum do not change directly with the scale of the model and do notrequire as much braking to stop or slow the train. Therefore, only somecars need to have this optional feature. Brakes also have the advantageof taking the slack out of the couplers, thereby improving the signaland power connection between couplers, if that method is used totransmit information and power from car-to-car.

Other accessories or appliances to RQ include a “grade and swaydetector” 3541. As displayed, the grade and sway detector 3541 deploys apendulum 3542 to provide means to detect. However, the detector 3541 mayinclude other components such as an inclinometer and electronicaccelerometer, which together are intended to provide knowledge of tiltand motion of the car. A simple pendulum method was described in QSI®'sU.S. Pat. No. 5,267,318, entitled “Model Railroad Cattle Car SoundEffects.” The grade and sway detector 3541 is primarily intended tomeasure side-to-side motion and grade tilt. Parameters of forward motionare derived from the speed detector 3532 by use of time integrals andsuccessive derivatives of speed.

Generally, information from accessories and appliances are applied tothe microprocessor 3512 inputs; but, the microprocessor 3512 may alsopole these items for information from their data registers. They mayalso be on a common bus and each one may be separately controlled bytheir own microprocessor 3512.

Another accessory includes the “smoke generator” 3543, which may producesmoke under microprocessor 3512 control. A basicmicroprocessor-controlled smoke unit for model locomotives was describedin the '142, where a microprocessor is used to control the amount ofsmoke and its duration. The smoke generator 3543 is shown with a varietyof outputs 3544, 3545, 3546, which may be selected by the microprocessorto control smoke for a number of different effects. For instance, smoketurned on in output 3446 may be vented in the vicinity of the truck 3503or 3504 to simulate a hot box or the affects of the brakes being appliedfor extended periods. In the alternative, output 3544 may be applied toa smoke stack on a caboose; or, output 3545 may be vented into the carbody to simulate an on-board fire. The smoke effect may also model steamexhaust from passenger cars such as steam heaters, and exhaust smokefrom dining cars, etc. Each output 3544, 3545, 3546 may be controlledfor smoke volume and duration, and puffs of smoke may be created byactivating each separately. These effects are under microprocessor 3512control, including the temperature of the heated smoke vaporizer, whichis useful to prevent burnout or damage. Information is sent back to themicroprocessor 3512, such as temperature, and possibly the amount ofsmoke reagent (such as oil) remaining in the reservoir. The amount ofsmoke may be proportional to any state variable, including speed, amountof braking, the amount of illumination present, etc.

Another accessory includes the Local Positioning System (LPS) 3547 shownwith a receiving antenna 3548. LPS 3547 works on the same principle as aGPS, except the transmitters are all stationary and located around orabove the layout. Based on phase and time measurements and comparisonsbetween the different transmitters, the RQ system may determine a car'slocation on the layout. This information may be transmitted back to thecentral controller, a hand held controller, or other local accessoriesfor processing and response. Transmission may be RF, IR, through thebi-directional transceiver 3521, or passed from car-to-car andeventually to the locomotive(s) through transceivers 3526, 3527.

Positioning information from the LPS 3547 may be used to track theprogress of a train around a layout, or the position of any polled caron the layout, or to compile a complete inventory and/or physicallocation of all cars and locomotives or other remote objects. Knowingthe position of each train and/or locomotive may allow for easieroperation of an analog progressive cab control to provide independentspeed and operation of different trains on the same track. Progressivecab control allows a train to move independently around the modelrailroad layout where the connection between the cab and the block isautomatically switched by relays to the next block, and the presentblock is released for another train to use. Such control may also alloweasy sorting of rolling stock in hump yards. The LPS 3547 may alsoprovide information about the time of day or “fast time” sometimes usedon model trains to speed up the modeled time compared to real time. Timeof day information could, of course, be sent by digital means down thetrack as part of the control signals.

Depending on the bandwidth of the LPS 3547, all train control commandsnormally sent down the track may be sent by the LPS 3547 to all remoteobjects. For instance, the LPS may also transmit DCC-like commands on anRF or IR carrier directly to the remote objects. This may be valuablefor some garden railroads and others where the locomotives arebattery-powered and there is no communication through the track.

Another accessory includes an atomizer 3549, which is used to producedifferent odors by vaporizing selected chemicals that are designed tosmell like specific conditions or events. For instance, smells of ahotbox, or a cattle car, or fire would be some possibilities. Theatomizer 3549 is under microprocessor 3512 control to allow it to beoperated in concert with specific sounds, lights, or the movement ofmechanical apparatus.

Another accessory includes the proximity detector 3550, which is used tooperate some effects whenever it is in the proximity of some specifictransmitting source. This may be an IR, RF, or other transmitting wandplaced by the operator near the proximity detector 3550 to release orapply the brakes on a particular car, turn on some lighting effect, oractivate a mechanical unloading operation. The proximity detector 3550may also detect some loading or unloading accessory and reactaccordingly. This type of detector may be placed near or in the roof ofthe car. If it were an IR-type receiver, it could monitor the ambientlight, which would allow certain changes in cars and locomotives. Forinstance, lighting accessories like locomotive cab lights, markerlights, step lights, and truck lights may be turned on under darkerconditions or cattle in stock cars may become quieter in the dark, etc.In addition, an IR sensor may also indicate the simulated load level,such as the amount of grain in a hopper or oil or chemical in a tankcar. However, this information could also be conveyed by the cartransceiver 3526, 3527 to a track transceiver 3528, 3529 or viabi-directional communication down the track.

Finally, another accessory may include a light controller 3551, whichunder microprocessor 3512 control, may turn on or off any number oflight sources 3552, such as lamps. Lamps may be incandescent tomulticolored LED types. Lights 3552 are used to simulate fire, interiorlights, and marker lights in cabooses and passenger cars, spot lights orwork lights on some operating cars such as crane cars and work cars,etc. Information is sent back the microprocessor 3512, such asindication that lights have failed and need to be replaced.

The following is a short-list of where the standard RQ system may beexpanded and/or customized to specific types of cars.

Stock cars: Stock cars with reactive animal sounds would not require anyadditional mechanical parts. In this case, different recorded animalsounds from very contented to excited, with bellowing and kicking orstomping sounds, may be stored in the on-board ROM. For cars at rest,animals are normally be quiet with occasional contented sounds beingplayed at random with long periods of silence in between. If the carsare moving at a constant rate, the animals may be slightly moredisturbed, but in general, the sounds may remain contented. However, ifthe microprocessor-calculated levels of acceleration, jerk, or whip fromthe speed detector, the animal sounds played may be chosen accordingly,displaying higher levels of excitement or even panic. If a large numberof sounds were available at each different level of excitement, thesounds may be selected randomly using an on-board random-numbergenerator to prevent unrealistic repetition. Additional features mayinclude user programmability to change sensitivity to speed,acceleration, jerk and whip, or rate of calming down or becomingexcited. Other operational features include a command to excite animalswhen arriving at a watering hole, or unloading or loading sounds ofanimals trackside facilities, or increasing the excitement level bysounding the locomotive's horn, which would alarm the animals. Thecommand for stopping at a trackside facility may be a coded horn and/orbell (Type 1 signaling), which could be operated from any power pack 100with a reverse switch. In the alternative, one may use a combination ofa bell signal followed by a long horn signal to activate the stationstop scenario operation. For stock cars, the optional atomizer 3549 inRQ could generate appropriate smells.

Dummy Locomotives: This is considered rolling stock since they are notpowered. However, they do contain a RQ System to produce all thelocomotive sounds normally provided in a fully powered Loco Quantumequipped locomotives. The advantage of having a RQ System in dummylocomotives is that they can also respond to speed to producefull-labored sounds (called “Sound-of-Power”) with simulated loads,smoke output, etc. All types of lighting may be included in addition toprogramming, dynamic brake sounds, Neutral sounds, coupler operation,simulated or real time radio communications, flange sounds, squealingbrakes, ID numbers, etc. These locomotives may receive information fromthe lead locomotive via bi-directional communication or car-to-carcommunication such as when the lead locomotive enters Neutral. They mayalso contain operating mechanical brakes. This is an advantage since thetrucks are larger and could accept a more sophisticated brakingmechanism than standard freight car trucks. Because these locomotivesare un-powered, they may be added to powered conventional locomotiveswithout being concerned about speed matching.

Mechanical Reefer: This would also not require additional mechanicalapparatus. A mechanical reefer may produce the sound of a diesel motorand generator to simulate the cooling of this type of car. This mayinclude starting and stopping sounds and could react to an operatorusing a portable proximity source to turn on or turn off thediesel/generator. This car may also keep track of the simulated fuellevel and automatically shut down when fuel is completely consumed.

Crane Car: FIG. 60 is an example of a crane car 6000 that may require anadditional apparatus, namely motors and motor controllers to move a boom6001 up and down, rotate a cab 6002 and a boom 6001 clockwise andcounter-clockwise, extend the boom 6001, raise and lower a main hook6003, raise and lower an optional auxiliary hook (not shown), and extendand lower stabilizers (not shown). The crane car 6000 may also includevarious lights for work lights and stop lights, a smoke generator tosimulate a steam locomotive or diesel exhaust 6004, and an electromagnetoption 6005 for picking up ferrous metal parts such as train rail 6006.

FIG. 61 displays the crane car 6000 of FIG. 60 showing how its main 6003and auxiliary (not shown) hooks may be rotated. The hardware to executethis rotation has no known counterpart on prototypical cranes. Normally,when a hook 6003 is lowered to pick up a heavy load, a worker isavailable to position and/or rotate the hook by hand to fit in a liftingring or loop over the load, and to position the load over the drop area.In this case, the load comprises rails 6006, which are picked up fromtrack side and placed on a flat car 6007. Because the rails 6006 attrackside are parallel to the track, the rails will be at an angle whenplaced over the flat car. In model railroading, the operator normallyrotates the suspended rail by hand to make it parallel with the flatcarbody, and holds it there while he lowers the hook, which interferes withthe illusion of an independent miniature world.

In FIG. 61, a motor 6102 is mounted at the end of the boom 6001 andconnected to a cable 6101, to provide a twisting motion to the cable6101. The twisting force extends over a pulley 6103, causing thesuspended hook 6003 (shown in FIG. 60) to rotate. Sending a command toturn a motor shaft 6104 of the motor 6102 one way causes the cable 6101and hook 6003 to rotate in one direction, sending a command to reversethe motor's direction will cause the hook to rotate in the otherdirection. The motor shaft 6104 may also be extended to the top of theboom just before the pulley, which would transfer rotational twistingforce closer to the hook 6003 and provide better control of the hookrotation. The motor 6102 may also be located within the cab 6005 alongwith other motors and mechanical apparatus. The motor 6102 may be geareddown to provide a finer adjustment of the twisting action. In this case,an extra pulley may be needed to guide the string from inside the cab tothe base of the boom. In most cases, the maximum amount of twisting maybe controlled to prevent the hook from rotating more than plus or minus180 degrees.

Caboose: This car is probably the most interesting of all freight carsand may require an additional apparatus to perform some features, suchas: a brakeman that leans out of the back porch with a lantern to signalthe engineer; a crewman seen in the cupola that twists his head fromside to side and straight ahead to observe the train; a crewman seenlifting a coffee cup to his lips at a table by a window; a crewmansmoking on the caboose porch using the smoke generator for the smokeeffect and a light that glows at the end of the cigar or cigarette; asmoke generator that vents the on-board stove or heater; marker lamps atone or both ends; interior lights; a brakeman turning the hand brakes onthe porch. In addition, a number of different sounds may be heard suchas crew chatter, radio communications that are either random orgenerated by real communication from the operator or locomotive, orresults of a problem as reported by car-to-car communication, ortrackside detector reports, or crew chatter coming from a stoppedcaboose during a simulated emergency.

Dump cars: These all require a mechanism to unload their contents. Inthe case of a side dump car, a bin needs to be raised and a side panelneeds to open by aid of a motor or solenoid or other mechanical method.Along with the action, sounds may be played to model the operation ofmechanical and a pneumatic apparatus on the prototype car, and toprovide sounds of users selected or programmed load types being dumped.Log cars may have a different style of unloading operations and requiredifferent mechanisms and sounds but the principle of an unloadingautomatic car remains the same.

Passenger cars: A method of moving silhouettes or animated passengersmoving within passenger cars is described in the '142 patent. Car-to-carcommunication and/or bi-directional communication may extend some of thescenarios described herein to include car-to-car animated activity. Forinstance, people could be shown getting up to go to the dining car froma coach car and their progress may be seen as they move from car to caruntil they reach the dining car and sit down. During embarking anddisembarking at passenger stations, animated passengers could be shownmoving from car-to-car to finally reach their seats or state rooms.Conductors may be seen moving from car-to-car checking tickets, turningdown beds in state rooms, or filling wood or coal stoves in old stylepassenger cars, or helping passengers, etc. Also, entire stories mayunfold within the length of the train including animated romances,altercations, train robberies, parties, dancing, murder mysteries, etc.

Sounds may be provided for each of these activities with anoutside-the-car or inside-the-car perspective. Inside-the-car sounds maybe transmitted to the operator or observer to fill in communicationbetween passengers or to take on the perspective of one of theprotagonists in a scenario to hear what the protagonist hears or says.Also, sound for any scenario may be stored at the controller or handheldunit and each animated sequence and lighting effect may then betriggered by a digital or analog command to kept the sound and sightcoordinated. These triggers may also include train operation such as apassenger pulling the emergency cord to stop the train or the uncouplingof cars or car or a train wreck, etc. Other additions to passenger carsinclude smoke from the diner cars, from old style wood or coal stoves,or vented steam from modern steam heating systems on passenger cars.

These same principles may also be applied to crewmen in a caboose orlocomotive or work train and any maintenance equipment. Animation may beaccomplished by flat panel displays as described in the '142 patent ormay be of a mechanical animation.

RQ enables a number of operational features as well:

Progressive Unloading: Entire groups of cars may be unloadedautomatically all at once, or progressively from car-to-car using thecar-to-car or bi-directional communication system. Progressive unloadingmay occur for stopped trains or while the train is moving. For instance,side dump cars on a stopped train may be unloaded one at a time tosimulate an operator moving from car-to-car to activate the controls oneach car. This type of action may be appropriate for dumping ballast atthe side of the track, or for creating a fill in a ravine. Progressiveunloading on a moving train may be appropriate for cars that intend tounload in one place, such as log cars that might be unloading their logsinto a pond. In order to have each car unload in the exact same place,each car may calculate its position based on its speed and the length ofeach car, to know when to dump their load. As each car dumps, it maycommunicate this condition to the next car using car-to-carcommunication or bi-directional communication on the track, whereuponthe next car may delay its unloading until it calculates that it is inthe correct spot. If the speed is determined by a timing tape andoptical reader, the number of bands on the timing tape may be counted asa more exact way to determine distance. The train may be made to stopfor each car at the unloading place via bi-directional or car-to-carcommunication for more realistic operation. In the alternative, aproximity device may be located at the exact unloading place to doprogressive unloading.

Progressive Loading: Filling any series of freight cars may involvemoving the cars in place, waiting for each car to fill and then movingthe train to position the next car, etc. However, since the loader isusually stationary at trackside, a track proximity transceiver may bethe more efficient and accurate way to do this kind of operation byindicating to the locomotive via car-to-car and/or bi-directionalcommunication when each car is positioned properly.

Cutting Out a Car or Group of cars: One of the advantages of car-to-carcommunication and train position ID numbers is that the operator maypre-program which car or group of cars are to be cut from the train. Forinstance, ID numbers may be assigned to each car or group of cars thatare intended for a certain drop location. As the train approaches thedrop location, an uncoupler command combined with the group ID numbermay first result in the last car in the group uncoupling from thetrailing cars in the train. The next uncouple command may result in thefirst car in the group uncoupling from the rest of the train, leavingthe group separated from the other cars. This last operation may be beendone after the group is pushed onto a siding. Once the locomotives, andits trailing cars, have recoupled to the trailing cars left during thefirst uncouple operation, car-to-car communication may confirm that theoperation is complete and reassign car position numbers in the trainwithout affecting any other group numbers. The train is now ready tounload the next car or group of cars at the next drop location.

Hump Yard Operation: If cars have their own group ID number, it iseasier to sort them out at hump yards using a track transceiver. As thefirst car passes the track transceiver, it reports the number of cars inthat group and its intended destination. This information is sent to thecentral yard controller and turnouts are activated for that group. Asthe last car in that group passes the transceiver, its coupler opens toallow the group to move down the hump to the correct siding.

Also, if each car knows its real weight and can monitor its own speed,it may be possible to apply brakes in a way that allows a car or groupof cars to slow the a correct amount to coast to the right distance ontothe siding.

The terms and descriptions used herein are set forth by way ofillustration only and are not meant as limitations. Those skilled in theart will recognize that many variations can be made to the details ofthe above-described embodiments without departing from the underlyingprinciples of the invention. The scope of the invention should thereforebe determined only by the following claims (and their equivalents) inwhich all terms are to be understood in their broadest reasonable sense.Note that elements recited in means-plus-function format are intended tobe construed in accordance with 35 U.S.C. § 112 ¶6.

The methods disclosed herein comprise one or more steps or actions forperforming the described method. The method steps and/or actions may beinterchanged with one another. In other words, unless a specific orderof steps or actions is required for proper operation of the embodiment,the order, and/or use of specific steps, and/or actions may be modifiedwithout departing from the scope of the disclosure as claimed.

The embodiments disclosed may include various steps, which may beembodied in machine-executable instructions to be executed by ageneral-purpose or special-purpose computer (or other electronicdevice). Alternatively, the steps may be performed by hardwarecomponents that contain specific logic for performing the steps, or byany combination of hardware, software, and/or firmware.

Embodiments of the present disclosure may also be provided as a computerprogram product including a machine-readable medium having storedthereon instructions that may be used to program a computer (or otherelectronic device) to perform processes described herein. Themachine-readable medium may include, but is not limited to, floppydiskettes, optical disks, CD-ROMs, DVD-ROMs, ROMs, RAMs, EPROMs,EEPROMs, magnetic or optical cards, propagation media or other type ofmedia/machine-readable medium suitable for storing electronicinstructions. For example, instructions for performing describedprocesses may be transferred from a remote computer (e.g., a server) toa requesting computer (e.g., a client) by way of data signals embodiedin a carrier wave or other propagation medium via a communication link(e.g., wireless or wired network connections).

1. A model train accessory controller connectable to a DC power packhaving a throttle to apply a variable power signal to a set of traintracks, the controller comprising: a switching device in electricalcommunication with the power pack and the train tracks to reverse apolarity of the power signal on the train tracks; an input; and aprocessor in electrical communication with the switching device, theprocessor to receive a command from the input to produce, by control ofthe switching device, a digital command comprising a series ofsequential reversals in the polarity of the power signal.
 2. Thecontroller of claim 1, further comprising: a device driver in electricalcommunication with the switching device and with the processor, thedevice driver to receive commands from the processor and to effectuatethe sequential reversals in polarity of the power signal by driving theswitching device.
 3. The controller of claim 1, wherein the switchingdevice comprises a relay.
 4. The controller of claim 3, wherein therelay is a double-pole, double-throw relay.
 5. The controller of claim1, wherein the switching device comprises an active bridge circuit. 6.The controller of claim 1, further comprising: a memory to store aplurality of commands received from the input.
 7. The controller ofclaim 1, wherein the input comprises a plurality of buttons, whichcorrespond to unique digital commands.
 8. The controller of claim 7,wherein at least one button is a toggle horn switch.
 9. The controllerof claim 7, wherein the plurality of buttons are organized and functionso as to substantially mimic the control panel of a prototypelocomotive.
 10. The controller of claim 1, further comprising: a powerbooster in electrical communication with the switching device and thetracks, to increase the power of the power signal.
 11. A model trainaccessory controller connectable to a DC power pack having a throttle toapply a variable power signal to a set of train tracks, the controllercomprising: means for supplying a power signal to the train tracks inproportion to the throttle voltage; means for automating the reversal ofa polarity of the power signal; means for receiving a user commandinput; and means for controlling the reversal of the polarity of thepower signal in response to the user command, in which the power signalincludes a digital command comprising a series of sequential reversalsin the polarity of the power signal, wherein the digital commandcorresponds to an executable feature of a remote object located on thetrain tracks.
 12. The controller of claim 11, wherein the means forautomating the reversal of the polarity of the power signal comprises arelay.
 13. The controller of claim 11, wherein the means for automatingthe reversal of the polarity of the power signal comprises an activebridge circuit.
 14. A model railroad system comprising: a power packhaving a throttle to apply a variable power signal to a set of traintracks; a switching device in electrical communication with the powerpack and the train tracks to reverse a polarity of the power signal onthe train tracks; an input; and a processor in electrical communicationwith the switching device, the processor to receive a command from theinput to produce, by control of the switching device, a digital commandcomprising a series of sequential reversals in the polarity of the powersignal.
 15. The system of claim 14, further comprising: a device driverin electrical communication with the switching device and with theprocessor, the device driver to receive commands from the processor andto effectuate the sequential reversals in polarity of the power signalby driving the switching device.
 16. The system of claim 14, furthercomprising: a memory to store a plurality of commands received from theinput.
 17. The system of claim 14, further comprising: a power boosterin electrical communication with the switching device and the tracks, toincrease the power of the power signal.
 18. The system of claim 14,wherein the input is configured to toggle on and off through use of asingle press or a double press action.
 19. The system of claim 14,further comprising: a remote object located along the tracks andcomprising an on-board receiver, the on-board receiver in electricalcommunication with the power signal, to receive the digital command andto direct the remote object to execute a feature affiliated with thedigital command.
 20. The system of claim 19, wherein the input comprisesa plurality of buttons, which correspond to a plurality of featuresexecutable by the remote object.
 21. The system of claim 19, wherein theremote object further comprises an on-board controller in electricalcommunication with the on-board receiver, the on-board controller toreceive the digital command from the on-board receiver and direct theremote object to execute the feature affiliated therewith.
 22. Thesystem of claim 19, further comprising: a receiver in electricalcommunication with the processor, to receive a remote signal from theremote object.
 23. The system of claim 22, wherein the remote objectfurther comprises: an on-board transmitter in electrical communicationwith the on-board controller, the on-board transmitter to send theremote signal.
 24. The system of claim 23, wherein the remote signal issent in response to the processor requesting a program option (POP)setting.
 25. The system of claim 23, wherein the remote signals are sentin response to the processor requesting a status of the state of theremote object.
 26. The system of claim 14, wherein the switching devicecomprises an active bridge circuit.
 27. The system of claim 14, whereinthe switching device comprises a relay.
 28. The system of claim 27,further comprising: a plurality of controllers, each comprising theswitching device, the input, and the processor, wherein the plurality ofcontrollers are connected in electrical series, thereby being capable ofpassing digital commands between the plurality of controllers, andwherein one of the plurality of controllers is connectable to the powerpack and another of the plurality of controllers is connectable to thetrain tracks.
 29. The system of claim 28, wherein the power packcomprises a tethered walk-around throttle having bi-directionalcommunication capabilities.
 30. The system of claim 28, wherein thepower pack comprises a wireless walk-around throttle havingbi-directional communication capabilities.